Part III. Master Plan

The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Interim Report Chapter 12

Chapter 12 Preparatory Works for Master Plan Formulation

12.1 Network Planning Approach 12.1.1 Definitions of Transport Network For the transport network planning purpose, the following terms were defined. 1) Present Network Transport network as of March 2008, including road and highway, railways (Mtero, LRT, tramway and others) and ferry/sea-bus route. 2) Base Network Base network is the present network added with committed projects of which implementation was already decided. The committed projects consist of projects under construction, bidding and design after approval. The base network is used as the basis of planning and its component projects are not evaluated in this Study. 3) Maximum Network Maximum network is a network with new projects added to the base network. There are three groups of new projects: one is a group of projects planned by IMM but not approved yet, second is the projects planned or proposed by organizations other than IMM, such as KGM, DLH and IMM’s transport-related affiliate organizations, and the third group is projects planned in this Study. A new project can be added at any time of the planning stage. Component projects of the maximum network will be examined and evaluated from traffic, economic, financial or environmental point of view. Several alternative networks will be derived from the maximum network. 4) Master Plan Network

Through repetitive analyses on the maximum network and alternative networks, the master plan network will be elaborated. 12.1.2 Network Planning Process Network planning was conducted according to the process shown in Figure 12.1.1. Firstly, the base network was composed by reviewing existing projects and confirming their stages for implementation. Secondly, all the non-approved projects and other planned or proposed projects were added. After making analysis on demand/ capacity gaps, new projects were created to fill the gaps and improve the network configuration to form the maximum network. In addition, road and railway network was planned for the suburban areas expected to be newly urbanized in the future. Thus, the maximum network was formulated which is presented in Chapter 13 and Chapter 14.

In the next step, the maximum network will be tested to the future demand. Especially, large-scale projects will be evaluated by with and without comparison or by comparison of alternatives developed by their combination. All the component projects of the maximum network will be evaluated and prioritized. Finally, the Master Plan network will be composed, considering the financial constraints. In case the Master Plan Network can hardly cope with future demand, some TDM measures will be studied on their applicability and efficiency in demand reduction. In the

12-1 The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Interim Report Chapter 12

last step of the Study, Implementation Plan of the Master Plan will be prepared, covering investment schedule, executing agency and implementation schemes.

Loading Future Demand Demand & Project Development Supply Finding & Goals and Targets Analysis Formulation (Do Nothing) (Do Something)

Present Base Do Max 2023 M/P

Network Network Network Network

On-Going & Regional Financial Committed Network Envelope Projects Projects

Regional Development Plan Implementation ・Thrace Dev. Plan Plan ・Logistic Plan ・Marmara region Dev. Plan

Source : Study Team Figure 12.1.1 Network Planning Process

12.2 Base Network 12.2.1 Base Network of Road

The Municipality of Istanbul has steadily developed the road network in Istanbul during the past decades. Those efforts are still ongoing at present and there are many projects at various stages. They are classified as follows: A type: Under Construction B type: Tendering Stage C type: Detailed Design completed D type: Designing (D/D) Stage

The road project of IMM is generally carried out through the steps shown in Figure 12.2.1. At first, road projects are mainly planned by the Directorate of Transport Planning of the IMM. If they are approved by UTK (Transport and Traffic Commission) or UKOME (Transport Coordination Center) in the municipality, The Directorate of Transport Planning will proceed to more detailed study at the scale of 1/5,000 or 1/1,000. The detailed study results are sometimes discussed again and approved in UTK or UKOME. The plan is submitted to the City Council and will be approved unless any problem is anticipated. The plan will be announced to the public and proceed to the bidding process. From the bidding to the actual implementation, the Department of Science Affairs is responsible for the project.

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Road development Plan by Directorate of Transport Planning /Directorate of Transport Coordination with scale of 1/100,000 or 1/25,000

Approval of UTK (Transport and Traffic Commission) for small project or UKOME (Coordination of Transport Department) for large project

Detailed Study on the Plan with scale of 1/5,000 to 1/1,000 by Directorate of Transport Planning

Discussion with related agencies and Modification of the Plan if necessary

Approval of City Council

Announcement to the Public

Nationalization of the Project

Bidding process by Department of Science Affairs

Implementation of the Project

Source : Directorate of the Transport Planning of IMM Figure 12.2.1 Procedure of the Road Project Implementation for Municipality Roads

According to the Directorate of the Transport Planning of IMM, the road and intersection projects are as shown in Table 12.2.1. Projects are generally approved by city council based on the above procedure. Table 12.2.1 shows the development stage of each project as of June 2008. The approval is usually given based on the above mentioned procedure, however, there are some projects already approved in spite of the fact that the development stage is still at under design. According to IMM, there are special project cases where the approval is given in advance.

Table 12.2.1 Road and Intersection Projects of IMM

Stage Project List Approved Projects Road Intersection Road Intersection Under Construction 18 39 18 39 Tendering Process 9 14 9 14 Design Completed 43 21 42 13 Design on-going 43 39 23 2 Under Study 32 9 0 5 Total 145 122 92 73 Source : Directorate of the Transport Planning of IMM

Most of the road projects are of small-scale with only a few km in length. Among them, relatively large-scale prominent projects are as follows:

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1) Kagithane - Piyalepasa - Dolmabance (Inonu Stadium) Tunnel Project (A09) (C26)

This is composed of two tunnel construction projects linking Imrabor St. at the south-west part of Kagithane district with Dormabance St. running along the Bosporus via Piyalepasa St., which is an arterial of the new CBD area in the N – S direction. There is no main road crossing the central area in this east-west direction, therefore it is expected to contribute to the traffic dispersal of the congested area. This is already under construction as a 4-lane road. 2) Cendere-Ayazaga-Buyukdere Street project (C06) This is a new connection road between Saryer District and TEM highway at Hasdal as well as Sisli Ayazaga District. It is expected to alleviate traffic concentration to the parallel road, Buyukdere St., which is the main arterial connecting the central area with the northern part. This project is still at the stage of D/D completed according to the project list, and has been approved by the city council already. 3) New road project in Basaksehir 4th Stage between Old Edirne Road and TEM highway (C17) This project is to construct a new access road to Basaksehir area, a big residential development area in Kucukcekmece district from TEM highway in the south and Old Edirne Road in the north. The project road length is 7.6km with 4 lanes. It contains many bridges and junctions. Some junctions are planned for future needs. It is also still at the stage of design completed, and has been approved already. 4) Widening of D-100 Highway between Kucukyalı - Kartal (C27) This is a widening project of D100 highway for the section from Kucukyali to Kartal of 8.8 km in length. This freeway is a main axis in Istanbul together with TEM highway. It aims to cope with the expanding traffic growth in the Asian region by widening from 4 lanes at present to 6 lanes. The widening of D-100 is planned to be extended from Kartal to Cayirova near Gebze in the next stage (D01). This project has been approved already and is at the tendering stage at present. 5) Gaziosmanpasa County Bogazkoy Town road and related infrastructure project (A14) This is a widening project of Old Edirne Road and its extension from 2 lanes to 6 lanes in Gaziomanpasa district. This is the most important arterial in this district and connecting with TEM highway at the southern end. The project length is 9.8km. It aims to cope with the traffic demand growth in accordance with the rapidly expanding residential development. This project has been approved already and is now under tendering process.

6) Avcilar - Firuzkoy Tahtakale Road Project (C04) This project is a new road construction between Avicilar and TEM highway along the west area of Kucukcekmece Lake. The surrounding area is partly residential, but the density is still low. In the Istanbul Master plan of 1/25,000, the area is to be developed as a big fair area including convention or exhibition facilities or cultural facilities and some residential area. The project is still at the design stage as a 4-lane road, and already approved by the city council.

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7) Bahcekoy-Kilyos Road project in Sariyer (D03)

This road is the further extension of the Cendere –Ayazaga-Buyudere project (C06) stated above. The project is to widen from 2 lanes to 4 lanes (partly 6 lanes). The purpose of the road is to develop the tourism at the northern coastal area of the Black Sea. This is still at a design stage but already approved. 8) Road construction project between Istasyon Street - Kayabasi road in Kucukcekmece (C33) This road is a new 4-lane road construction project of about 13 km in length between the Halkali Station road and Mehmet Akif road in Gaziomanpasa. This road aims to improve the accessibility of newly developed residential area of Kucukcekmece district and contribute to enhance mobility of freight traffic from the custom area to TEM highway by constructing an interchange. This road is also at the design stage but already approved.

In addition to the IMM proposed projects mentioned above, the road tunnel construction project crossing the Bosporus was added to the base network. This project is promoted by DLH and already under bidding stage. Figure 12.2.2 and represent the location of the approved road projects in European side and Asian side respectively. Table 12.2.2 is the list of projects in the base network.

(1) Central Area of European Side

D04D04D04 Base Netw ork A Short Term ( - 2013) B Medium Term (2014 - 2018)

A14A14

C17 C17 C17

C17 C17 C17

C17 C17 C17

C33C33C33

C24C24C24 C24C24C24

C20C20 C22C22 A11A11A11 C21C21 C21C21 C08C08 C08C08 D12D12D12 C07C07 D12D12D12 B01B01 C41C41C41 B01B01

A12A12A12 A12A12A12 A12A12A12 C12C12

C23C23C23 C23C23C23 C12C12C12

C04C04C04 C04C04C04 C04C04C04

C34C34C34 C34C34C34 A02A02 C11C11

B03B03B03 B03B03B03 C36C36 B03B03B03 C38C38C38

D08 D08 D08 C103C103 D08 D08 D08 C103C103 D08 D08 D08 C103C103

C16C16 D18D18 D07D07

Source : Elaborated by Study Team based on IMM/KGM Information Figure 12.2.2 Road Projects of Base Network

12-5 The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Interim Report Chapter 12

(2) Central Part of Study Area

D03D03

D22D22D22 Base Netw ork A Short Term ( - 2013) B Medium Term (2014 - 2018) B07B07B07 B07B07B07

C06C06C06

A18A18

A14A14A14

D13D13D13 D13D13D13 D17D17D17 D13D13D13 D17D17D17 D02D02 A06A06 C10C10C10 A06A06 C10C10C10 C24C24C24 C10C10C10 C24C24C24

D05D05D05 A01A01A01 D05D05D05 A01A01A01 C02C02C02 B06B06B06 C02C02C02 B06B06B06

D06D06D06 B08B08 C28C28 B08B08 C20C20 C28C28 C40C40 A11A11A11 C18C18 A19A19A19 C18C18

D12D12D12 C08C08 D12D12D12 A09A09A09 B05B05B05 C07C07 D09D09 B05B05B05 B01B01 C07C07 C05C05 C09C09 C05C05 B04B04 C13C13C13 C13C13C13 D11D11D11 D11D11D11 A10A10 D10D10 C39C39C39 D10D10 C39C39C39 C39C39C39 C34C34C34 A16A16A16 C34C34C34 A16A16A16 D23D23 A13A13A13 D23D23 C37C37C37 A13A13A13 D21D21 C37C37C37

A02A02A02 C11C11 A07A07 C38C38C38 C29C29 A07A07 B03B03 C38C38C38 B09B09 B03B03 C35C35

C103C103 A17A17 C15C15C15 D14D14 C30C30C30 C15C15C15 D18D18 D07D07 A03A03 C19C19C19 C19C19C19 C19C19C19 C14C14 Source : ibid. D20D20 C42C42 D20D20 (3) Asian Side A06A06

D05D05D05 A01A01A01 C40C40 Base Netw ork C40C40 B08B08B08 C18C18C18 A Short Term ( - 2013) B Medium Term (2014 - 2018) B05B05B05

B04B04B04

D11D11D11 A13A13 D11D11D11 A13A13 D11D11D11 A13A13 D10D10 C37C37C37

B09B09 C29C29 A07A07 B09B09 B02B02B02

D15D15D15 C15C15 A17A17 D15D15D15 C30C30 D14D14

A03A03 C19C19C19

A04A04A04 D20D20 A04A04A04 C42C42 D16D16 A05A05

C27C27C27

C01C01

C31C31

A08A08 C03C03

D01D01D01

Source : ibid. Figure 12.2.2 Road Projects of Base Network (Cont’d)

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Table 12.2.2 Road Projects in Base Network

New Project No. of Length Current No. Road Project Name Code type Lane (m) Condition 1 A01 Kavacik Square - Mihrabat St. TEM Linkage Road Intersection construction Rehab. 4→4 732 U.Constr. Gungoren Abdi ipekci st.road and Common infrastructure addition Rehab. 2 A02 4→4 951 U.Constr. construction (Kartal Cinar St.) Kadikoy between Kiziltoprak-Goztepe Park Bagdat Street Rehab. 3 A03 4→3 1,916 U.Constr. Infrastrcuture and Road organization construction 4 A04 Basibuyuk B.Bakkalkoy Road and Common infrastructure construction Widening 2→4 5,000 U.Constr. 5 A05 Başıbüyük Süreyyapaşa Road and Common infrastructure construction Widening 2→4 2,000 U.Constr. 6 A06 Balta Limani - TEM B.Dere Linkage Road construction Wg/New 2→4 2,839 U.Constr. 7 A07 Umraniye Hatboyu st.Road and Common infrastructure construction New 0→4 5,160 U.Constr. Pendik IDO Dock completion of missings, linkage roads and underground New 8 A08 0→4 510 U.Constr. autopark construction 9 A09 Piyalepasa - Dolmabahce (Inonu Stadium) Tunnel New 0→4 1,407 U.Constr. 10 A10 Edirnekapi D-100 Road Widening Project Widening 6→12 1,320 U.Constr. Istek - Giykop To Esenler Karaosmanoglu Ave. Road Widening And New 11 A11 0→4 2,617 U.Constr. Rehabilitation Project 12 A12 Kucukcekmece Halkali Residence area connection road Widening 0→4 5,250 U.Constr. 13 A13 Sile Highway Umraniye Junction Connection Road rehabilitation project Widening 4→6 11,534 U.Constr. Gaziosmanpasa County Bogazkoy Town road and related infrastructure Widening 14 A14 2→6 9,824 U.Constr. project 15 A15 Istinye acclivity-TEM side road- in between Baltalimanı road project New 0→4 3,755 U.Constr. Vatan street improvement (TEM linking road) ( Anit Cemetery – Sagmalcilar Widening 16 A16 6→6 1,739 U.Constr. subway station) project 17 A17 Kadikoy Kurbalidere street altitude reducing project Improve 3→3 734 U.Constr. 18 A18 Istinye Park Front Intersection and Road project Widening 2→6 3,755 U.Constr. 19 A19 Kagithane - Piyalepasa Tunnel Project Widening 0→4 2,500 D/DCompl 20 B01 Bagcilar CBD Region, Halkali Street road Widening 2→4 1,547 Tendering 21 B02 Widwning project of Sumer ve Uysal Streets Road in Sarigazi Demokrasi Widening 2→4 3761 Tendering 22 B03 Cavusbasi M.Akif Ersoy St.and Linkage road construction Widening 4→6 926 Tendering 23 B04 Dolmabahce - Fulya Tunnel New 0→4 1,135 Tendering 24 B05 Fulya - Levazim Sitesi Tunnel New 0→4 2,375 Tendering 25 B06 Levazim Sitesi - Akatlar Tunnel New 0→4 1,550 Tendering 26 B07 Sariyer Merkez -Cayirbasi Tunnel New 0→4 2,,040 Tendering 27 B08 Zinciridere - Levazim Tunnel New 0→4 660 Tendering 28 B09 Bosporus Road Tunnel Crossing New 0→4 5500 Tendering 29 C01 Kartal, A2 Canakkale intersection- in between Tugay road linking road Widening 4→4 448 D/DCompl 30 C02 Eyup –Fevzi Cakmak street - TEM linking road project Widening 2→4 1,322 D/DCompl 31 C03 Tuzla, Sifa street - Aydintepe road -in between Sabiha Gokcen airport road Wg/New 2→4 5,713 D/DCompl 32 C04 Avcilar - Firuzkoy Tahtakale Road project New 0→4 6,005 D/DCompl 33 C05 Eyup, Ayvansaray street – D100 linking roads, junction project Rehab. 4→4 799 D/DCompl 34 C06 Cendere-Ayazaga-Buyukdere street project Widening 2→4 12,550 D/DCompl Esenler, Atişalani street - in between TEM North side road New 35 C07 0→4 1,205 D/DCompl (842.Street-769.Street-Koyici street) road, intersection project Esenler, Kurudere street- in between Barboros street (559.Street) Road, Widening 36 C08 2→4 441 D/DCompl intersection project Beyoglu, Piyalepasa Boulevard - in between Haskoy street road, Widening 37 C09 2→4 1,748 D/DCompl intersection implementation project Kagithane, Sultan Selim street - İnonu street - Talatpasa street - Dere street Wg/New 38 C10 2→4 1,588 D/DCompl linking road implementation project Junction project in Bahcelievler, Yildirim Beyazit street - Ataturk street- Widening 39 C11 4→4 523 D/DCompl Degirmenbahce street intersection Road project in Kucukcekmece, between Sakarya street- Halkali Center Widening 40 C12 4→4 913 D/DCompl (İkitelli street) 41 C13 Road project in Bayrampaşa, between Tuna street-Yahya Kemal street Wg/New 2→4 533 D/DCompl 42 C14 Zeytinburnu, coast road curve arrangement Improve 4→4 596 D/DCompl Road improvement project between Karamanciftlik street and 3004 street Improve 43 C15 4→4 2,318 D/DCompl in Kadikoy, Road project in Avcilar, between Petrol Office street. - Kumcular Wg/New 44 C16 2→4 3,366 D/DCompl Haramidere road 45 C17 New road project in Basaksehir, 4.Etape (Old Edirne road - TEM highway) New 0→4 7,582 D/DCompl 46 C18 Road prject in Sisli, Zincirlidere street - Buyukdere street linking Project Wg/New 2→4 252 D/DCompl 47 C19 Road project in Kadikoy, (Bostanci Tunnel street - Kayisdagi street) linking Rehab. 4→4 1,403 D/DCompl 48 C20 Road project (İstek-Giykoop. - Basaksehir 4.Etape) New 0→4 7,118 D/DCompl

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49 C21 Altinsehir To Bahcesehir Widening And Rehab. Project Widening 4→8 7,600 D/DCompl 50 C22 Mahmutbey Altinsehir Servis Road Widening And Rehab. Project Widening 4→8 8,600 D/DCompl Buyukcekmece - Tem Highway To D-100 Connection Road Widening And Widening 51 C23 4→8 7,700 D/DCompl Rehab. Project. 52 C24 Sultanciftligi to Mahmutbey Bridge connection road rehabilitation project Widening 4→6 6,530 D/DCompl Additional Civil Work (Drainage etc.) for Metrobus Route between Topkapi - CivilWork 53 C25 12→12 10,892 D/DCompl Kucukcekmece of D-100 Highway 54 C27 Widening of D-100 Highway Between Kucukyali - Kartal Widening 4→6 8,860 D/DCompl 55 C28 Eyup (Silahtaraga) - GOP cd. Tunnel New 0→4 139 D/DCompl Uskudar, between Camlica Underpass- D-100 Land route (Hospital road) New 56 C29 0→3 1,788 D/DCompl road, junction implementation project 57 C30 Uskudar, between 3004 St.- D-100 branch road, junction project Widening 2→4 2,098 D/DCompl Kartal, Saraylar st.- Koroglu st. - Tecerdag st. - Kortej st. Road rehabilitation Widening 58 C31 2→2 2,755 D/DCompl project Widening project between Buyukdere st.- Belediye st. (Dereboyu st.) in Widening 59 C32 2→4 1,169 D/DCompl Kagithane Road construction project between İstasyon street - Kayabasi in New 60 C33 0→4 12,777 D/DCompl Kucukcekmece Bagcilar Esenler street - Gungoren street - 6. street road rehabilitation Widening 61 C34 2→4 3,345 D/DCompl project Fatih Eminonu Kenndy street (between Aksakal street - 10.Yil street) road Rehab. 62 C35 4→4 5,948 D/DCompl rehabilitation project 63 C36 Beylikduzu Gurpinar road linkage road junction project Widening 4→4 988 D/DCompl 64 C37 Dr. Fazil Kucuk street and Alemdag street linkage road project in Umraniye Widening 2→4 885 D/DCompl 65 C38 Gungoren, Ali Rıza Gurcan street road rehabilitation project Rehab. 4→4 1,129 D/DCompl 66 C39 Beyoglu, Bulent Demir street road rehabilitation project Rehab. 2→2 879 D/DCompl 67 C40 Sisli, Dereboyu st.- Zincirlidere road, junction project Widening 2→4 933 D/DCompl 68 C41 Catarca-Mimar Sinan TEM Linkage project Widening 2→4 9,431 D/DCompl 69 C42 Maltepe Buyukbakkalkoy-Yakacik Linkage project Widening 4→6 4,384 D/DCompl 70 D01 Widening of D -100 between Kartal - Cayirova and surrounding road project Widening 4→6 16,104 Designing 71 D02 Kagithane Sultan Selim st.- Barboros st linkage road project New 0→4 328 Designing 72 D03 Bahcekoy-Kilyos road project in Sariyer Widening 2→4 16,268 Designing 73 D04 Gaziosmanpasa, between Arnavutkoy - Karaburun road, junction project Widening 2→3 21,904 Designing Kagithane, between Belediye st.- Cendere st. (Galata Deresi st.- Widening 74 D05 2→2 2,737 Designing Mithatpaşa st.) road, junction project Kagithane, Silahtaraga st.- TEM Sadabat Viaduct ( Cendere road) road, Widening 75 D06 4→8 5,770 Designing junction project Zeytinburnu Bakirkoy Kennedy street (between 10. Yil street - Fildami road) Rehab. 76 D07 4→4 4,813 Designing road rehabilitation project 77 D08 Kucukcekmece between Asik Veysel street - D-100 Highway road project Widening 0→2 981 Designing Besiktas, between Kadirgalar street-Askerocagi street (Taskisla st.) road Widening 78 D09 2→2 750 Designing junction project Umraniye between Kucuksu Tantavi Tunnel TEM linkage road branch New 79 D10 0→4 3,157 Designing roads, road junction implementation project 80 D11 Road project between Bosporus Bridge - Altunizade junction E-5 Highway Improve 6→6 2,106 Designing 81 D12 Bayrampasa, 12.Street altitude reducing project Improve 2→2 1,063 Designing Kagithane, between Hasdal TEM flyover bridge - Kemerburgaz st. New 82 D13 2→4 1,252 Designing ( Kemerburgaz road) road, junction project Between Harem - Kartal Junction D -100 North - South Branch roads and Rehab. 83 D14 surroundings road, junction implementation project 3→3 20,827 Designing

Kadikoy, in front of Fenerbahce Stadium Taskopru street - O1 road Widening 84 D15 4→6 1,484 Designing intersection road, junction implementation project Kadikoy, Coastal Road Bostanci junction and surrounding road, junction Improve 85 D16 6→6 1,193 Designing implementation project 86 D17 Kagithane - Hasdal Connection road rehabilitation project Widening 2→4 1,670 Designing Cirpici Creek's linkage to Ayvalidere and construction of missings and Rehab. 87 D18 İstasyon street and railway bridge transition construction (Zeytinburnu 4→4 301 Designing autopark) 88 D19 Bagcilar , Gunesli – TEM Linkage road project Rehab. 4→4 1,770 Designing Linkage road project among Camasirci Deresi İnonu District, Findikli District Wg/New 89 D20 2→4 1,460 Designing and İcerenkoy District Junction project in Gungoren, Ataturk street - Kivircik Street - Cincin street Widening 90 D21 4→4 500 Designing intersection 91 D22 Road project between Sariyer – Bahcekoy – Mine linking road Rehab. 2→2 3,985 Designing 92 D23 Beyoglu - Tersane st road costruction project New 0→4 750 Designing Source : ibid.

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12.2.2 Base Network of Rail Transit

The Base Network consists of the existing railways, railways under construction, tender stage railways, railways under design stage and the ongoing projects that are listed in the IMM 2008 Investment Plan (2008—2010). The total length of railways in the Base Network is 320.9 km. Figure 12.2.3 shows the Base Network.

Source : ibid. Figure 12.2.3 Base Network (Railway) The Base Network Railways are defined by the use of single letter code as follows: Project Code E-xx : Existing Railways C-xx : Projects Under Construction T-xx : Tender Stage Projects D-xx : Projects Under Designing Stage

1) Projects under Construction Presently, construction work for new lines and extension of the existing lines are underway. The total length of the projects under construction is 136.5km of which 72km is the section lrngth of the Marmaray Project. The Marmaray project is expected to be completed in 2012, while the other construction projects are scheduled to be completed in 2009 or 2010. (1) Extension of Taksim-4.Levent Metro (C-1&C-4): The construction of the underground railway is underway for both sides of the existing metro, from Taksim to Yenikapi (C-1, 5.2km) and 4.Levent to Haciosman (C-4, 8.0km). The section of Taksim – Yenikapi will be an alternative route of Zeytinburnu - Kabatas Tramway (E-3) with higher speeds and more convenient access to Taksim Square. This section will connect the metro to the commuter railways of Marmaray Commuter at Yenikapi. In the section between Taksim and Sishene with length of 1.65 km, construction work has been completed except for E&M systems installation such as power supply, signal, and telecommunication. The section of 4.Levent - Haciosman (C-4) connects Sariyer District to the center of

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Istanbul, running through the new industrial area and Istanbul Technical University. Tunneling work for this section has been completed in February, 2008. (2) Topkapi-Edirnekapi-Sultanciftligi Tramway (C-2): Construction began in 2002 and the section between Sehitlik Station and Selam Station was completed and opened in September, 2007. Remaining section between Sehitlik and Topkapi is under construction and is expected to be completed in 2008. Passenger can transfer at either Ulubatli Station of Aksaray - Airport Light Metro (E-2) or Topkapi Station of Zeytinburnu - Kabatas Tramway (T-3) when the extension section is completed. (3) Kadikoy-Kartal Metro (C-3): This is a parallel route of the Marmaray Commuter. Both routes are connected at Ibrahimaga Station but Kadikoy-Kartal Metro will not go through the tunnel of the Marmaray Project. Total length of Kadikoy – Kartal Metro is 21.7 km with 16 stations. This route is expected to be in service between 2011 and 2013. The metro system is not the same as the existing Taksim-4.Levent Metro (E-1). Power supply system will be 1500V DC with overhead catenary (rigid catenary). (4) Otogar - Bagcilar (Kirazli) Light Metro (C-5): This is the extension of the branch line of Aksaray - Airport Light Metro (E-2) with a total length of 5.4km. Most section is underground. The construction started in 2005 and is expected to be completed in 2008. The location of Bagcilar Station is about 400m away from Bagcilar Station of Zeytinburnu - Bagcilar Tramway (E-4). The route runs through the high density residential area of Bagcilar District. (5) Bagcilar - Ikitelli - Olimpiyat Koyu Metro (C-6): This metro will be connected to Otogar – Bagcilar Light Metro (C-5) at Bagcilar Bati Kirazli 1 Station, providing mass transit access to the new industrial area in Gaziosmanpasa District. Total length of this line is 15.9 km with 11 underground stations. This metro is a different type from the existing Taksim - 4.Levent Metro (E-1). Power supply system will be 1500V DC with overhead catenary or rigid catenary. This line will extend to Bakirkoy station of Aksaray -Airport Light Metro (E-2). (6) Marmaray Project (C-7): The Marmaray Project consists of three components: Bosporus crossing, commuter rail upgrading, and procurement of the rolling stocks. The total project cost is estimated as 3 billion USD. The Bosporus Crossing Project will connect European and Asian sides through a 1.4 km immersed tube tunnel under the Bosporus Straight. The deepest point of the tunnel will be approximately 56 meters under the water surface level. This tube tunnel will be accessed by bored tunnels from Kazlicesme on the European side and Ayrilikcesme on the Asian side. New underground stations will be built by cut-and-cover method at Yenikapi, Sirkeci, and Uskudar, and other 37 at-grade stations along the line will be rebuilt or refurbished.

The project will upgrade the TCDD existing line as the commuter rail line. The existing two tracks will be fully upgraded to three tracks up to Halkali in European side and up to Gebze in Asian side. The entire upgraded and new railway system will be 76.3 km long of which 13.6 km are underground. Bid for the procurement of rolling stock was done in February, 2008. New rolling stock purchased for this project is 440 vehicles in total; 280 in 2009, 40 in 2010, and 120 in 2011 with a total budget of approximately 750 million Euro.

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(7) Aksaray – Yenikapi (C-8): This is the extension of Aksaray - Airport Light Metro (E-2) with a length of 700m, connecting the Light Metro to the commuter railway of Marmaray Project at Yenikapi Station. Extension route is expected to be in service by 2010.

Table 12.2.3 Railway Systems under Construction

Project Length No. of Operation Project Section Type Code (km) Stations Year Taksim - Yenikapi C-1 Metro 5.2 4* 2010 (Extension of Taksim - 4.Levent Metro:E-1) Topkapi- Edirnekapi C-2 (Extension of Edirnekapi-Sultanciftligi Tram 3.1 2* 2008 Tramway:E-12) Kadikoy-Kartal C-3 Metro 21.7 16 2011-2013 (New Line) 4. levent - Ayazaga – Haciosman C-4 Metro 8.0 5* Mar-2009 (Extension of Taksim-4.Levent Metro:E-1) Otogar – Bagcilar (Kirazli) C-5 (Extension of Aksaray-Airport Light Light Metro 5.4 4* Dec-2008 Metro:E-2) Bagcilar - Ikitelli Olimpiyat koyu C-6 Metro 15.9 11 Dec-2008 (New line) Suburban C-7 Marmaray project 76.5 45 Mar-2012 Railway Aksaray – Yenikapi Litght C-8 (Extension of Aksaray – Airport Light 0.7 1* 2010 Metro Metro:E-2) Total 136.5 Source : Study Team *: No. of stations excludes the exiting station.

Source: ibid. Figure 12.2.4 Location of Under Construction Projects

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2) Tender Stage Projects

There are two light metro projects which are under tender stage: Uskudar - Cekmekoy Light Metro (T-1) in the Asian side and Bakirkoy - Beylikduzu Light Metro (T-2) in the European side. (1) Uskudar – Cekmekoy Light Metro (T-1): This route runs east and west through high density residential areas of Uskudar District and Umraniye District in Asian side. The total length is 19km and it has 17 stations. The system will be a light metro with six cars for each train. The terminal station at Uskudar will connect this route to the commuter railway of the Marmaray Project. (2) Bakirkoy - Beylikduzu Light Metro (T-2): This route will connect the west area of Kucukcekmece Lake and Bakirkoy, running along the D100 and the north of Ataturk International Airport. The route will be connected to the existing Aksaray – Airport Light Metro (E-2) at Bakirkoy Station. The total length is 25km with 19 stations. The route is overlapped with the Metrobus route.

Table 12.2.4 List of Tender Stage Projects

Project Code Route Name TYPE Length (km) No. of Stations Operation Year T-1 Uskudar – Cekmekoy Light Metro Light Metro 19.6 17 2012

T-2 Bakirkoy - Beylikduzu Light Metro Light Metro 25.0 19 2012 Total 44.6 Source: ibid.

Source: ibid. Figure 12.2.5 Route of T-1 (Uskudar - Altunizade - Umr - Dudullu Light Metro)

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Source: ibid. Figure 12.2.6 Route of T-2 (Bakirkoy - Beylikduzu Light Metro)

3) Projects under Design Stage There are five railway lines (four metros and one tramway) under design stage, with a total length of 64.4km. In addition, Shishane – Kulaksiz – Cemal – Kamaci Guzergahi Monorail Project is listed in the IMM 2008 Investment Plan (2008-2010). Therefore, this monorail project is also included in this category. (1) Bakirkoy-Bahcelievler-Bagcilar (D-1): This is the southern extension of Bagcilar - Ikitelli Olimpiyat Koyo Metro (C-6) from Bagcilar to Bakirkoy port, running parallel to Zeytinburnu - Bagcilar Tramway (E-4) between Bagcilar and Bahcelievler. This route will be connected to another design-stage project of Yenikapi - Bakirkoy (D-3) at Bakirkoy, which is one of the transfer stations of Marmaray Commuter. The total length is 9km with 8 stations. This route and C-6 will form a north-south route between the industrial area of Ikitelli and the commercial and residential area in Bakirkoy District. (2) Kabatas - Besiktas - Sisli - Giyimkent – Bagcilar (D-2): This line goes along the expressway E-80 in Asian side, starting from Kabatas to a Bagcilar - Ikitelli Olimpiyat Koyo Metro (C-6) station in Bagcilar District. The total length is 24.5km with 19 stations. There are some transfer stations with other rail lines such as Kabatas with Zeytinburnu - Kabatas Tramway (E-3), Sisli with Taksim - 4.Levent Metro (E-1), Alibekoy with Halic Surround Tramway (D-4), Metris with Topkapi - Edirnekapi - Sultanciftligi Tramway (C-2), and Mahmutbey with C-6. (3) Yenikapi – Bakirkoy (D-3): This is a metro which connect Yenikapi and Bakirkoy through high density commercial and residential area between Zeytinburnu - Kabatas Tramway (E-3) and the commuter railway of the Marmaray Commuter. This route applies the same

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system as the existing Taksim - 4.Levent Metro (E-1), which will form a north-south rail corridor between Sariyer District and Bakirkoy District. (4) Halic Surround Tramway (D-4): Halic surround (Golden Horn) is planned as a culture valley. This route runs along Golden Horn connecting educational institutions. (5) Yesilkoy - Ataturk Airport – Ikitelli (D-5): This route will connect the industrial area of Ikitelli and Ataturk Airport north to south. The alignment of the route is on the east side of Basin Expressway in the southern section, while it is on the west side in the northern section. (6) Shishane – Kulaksiz – Cemal – Kamaci Guzergahi Monorail (D-6): This is the loop line of monorail in the Beyoglu area and will be connected with Sishane Station of Taksim - 4.Levent Metro (E-1). The route is still under study and not finalized yet. Expected route length will be 5.8km.

Table 12.2.5 List of Under Design Stage Projects

Project Length No. of Operation Route Name TYPE Code (km) Stations Year Bakirkoy - Bahcelievler Bagacilar D-1 Metro 9 9 2012 (Extension of C-6 Line to the South) Kabatas - Besiktas - Sisli - Giyimkent - D-2 Metro 24.5 20 2012 Bagcilar Yanikapi - Bakirkoy D-3 Metro 7 7 2012 (Extension of E-1 Line to the West) D-4 Halic Surround Tramway Tramway 9.6 13 - D-5 Yesilkoy - Ataturk Airport - Ikitelli Metro Metro 14.3 10 - Shishane - Kulaksiz - Cemal Kamaci D-6 Monorail 5.8 10 2010 Guzergahi Monorail Total 70.2 Source: ibid.

Source : ibid. Figure 12.2.7 Location of Projects under Design Stage

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12.3 Modal Shift by Network Development 12.3.1 OD Matrix by Mode The approach for demand forecast in this study adopts basically ―the four step method‖ as stated in Chapter 11, where future modal share is affected by the network conditions. In other words, future OD matrix can be forecast only after a future network is given. As the first step, future OD matrix was forecast assuming no change on the present network. This is called ―Do nothing‖ OD. The second OD matrix was made assuming all the railway projects including even premature ones in an idea stage, but not including any road projects. This OD matrix is called ―Maximum Railway‖ OD matrix. The last OD matrix was forecast assuming the maximum network, that is, present network plus all the road and railway projects. This is called ―Do maximum‖ OD matrix. In this section, some comparative analyses were made on the above-mentioned four OD matrices. Total number of trips of the present OD matrix is about 365 million trips, while Do nothing OD in 2023 has 645 million trips, 1.8 times of the present. Their compositions by trip purpose are as shown in Table 12.3.1.

Table 12.3.1 Trip Composition by Purpose in 2006 and 2023 (Percent) Case Year HBW HBS HBO NHB Total Present 2006 60.2 8.0 19.6 12.3 100.0 Do Nothing 2023 35.1 24.4 30.6 9.9 100.0 Max. Railway 2023 46.7 19.4 27.6 6.3 100.0 Do Maximum 2023 31.5 32.1 29.1 7.3 100.0 Source: Study Team 12.3.2 Trip Length Distribution

Table 12.3.2 shows the average trip length by mode. As the urbanized areas will expand in the future, the average trip length tends to become longer in general. In 2023, average trip length will be 1.4 to 1.6 times of the present. It is noted that passenger car and service vehicle passenger in the Maximum railway OD shows shorter length than present, while public transport makes its average length double of the present. This suggests that longer trips will shift to railway due to heavier traffic and more serious congestion on roads. Figure 12.3.1 shows distribution of trip length by mode. The Do maximum OD shows the lengthening of car trips due to improvement of road network.

Table 12.3.2 Trip Length Distribution by Mode (Kilometer/ Trip) Passenger Service Public All Mode Case Year Car Vehicle Transport Without Walk Present 2006 10.1 11.8 10.5 10.6 Do Nothing 13.3 19.6 14.2 15.1 Max Railway 2023 9.1 9.5 19.1 14.2 Do Maximum 16.5 15.9 16.0 16.3 Source: Study Team

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(1) All Mode excluding Walk Trip

60.0

50.0

40.0

30.0 Present(2006) 20.0 Do Nothing (2023)

Share of Trips of (%) Share 10.0 Max Railw ay (2023) Do Max (2023) 0.0 1 2 3 4 5 6 7 8 Trip Length (km)

(2) Passenger Car Trip

70.0 60.0 50.0 40.0 30.0 Present(2006) Do Nothing (2023) 20.0

Share of Trips of (%) Share Max Railw ay (2023) 10.0 Do Max (2023) 0.0 -10 -20 -30 -40 -50 -60 -70 -80 Trip Length (km)

(3) Service Vehicle passengers Trip

70.0 60.0 50.0 40.0 30.0 Present(2006) 20.0 Do Nothing (2023)

Share of Trips of (%) Share Max Railw ay (2023) 10.0 Do Max (2023) 0.0 -10 -20 -30 -40 -50 -60 -70 -80 Trip Length (km)

(4) Public Transport Passengers Trip

60.0

50.0

40.0

30.0 Present(2006) 20.0 Do Nothing (2023)

Share of Trips of (%) Share 10.0 Max Railw ay (2023) Do Max (2023) 0.0 -10 -20 -30 -40 -50 -60 -70 -80 Trip Length (km)

Source: Study Team Figure 12.3.1 Trip Length Distribution by Mode

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12.3.3 Modal Shift

Improvement of a mode will attract transportation demand to the mode. Table 13.3.3 compares the modal shares of three future OD matrices. The table means a comparison of three assumptions stated at the definition of three OD matrices. Do nothing OD shows a similar pattern of modal share to the present. Considering a significant increase of passenger cars in the future, the almost same share of car passengers shows implicitly a strong suppression of demand by road congestion. If a railway network is developed without road improvement, a significant modal share will occur from service vehicle use to public transport use and road traffic would become less. Consequently, car user will increase for that. If road projects are implemented to the maximum extent, the share of passenger car will rise up to almost 60%. Thus, almost a half of passenger car users were shifted to public transport use in case of Do nothing assumption.

Table 13.3 3 Modal Share by Alternative OD Matrices (Percent) Passenger Service public Case Year Total Car Vehicle Transport Present 2006 32.8 23.8 43.4 100.0 Do Nothing 2023 31.8 26.4 41.9 100.0 Max. Railway 2023 37.3 6.3 56.4 100.0 Do Maximum 2023 59.5 16.1 24.3 100.0 Source: Study Team

12.3.4 Average Congestion Rate

Figure 11.1.7 shows the OD traffic forecast for 2023 as assigned onto the base network. Although not as severe as the ―Do Nothing‖ case shown elsewhere, the congestion level of over 1.5 is found on many links in the network. The average congestion ratio (or the average V/C ratio of all the network links, weighted by the link distances) is 0.47 for the present metropolitan network as a whole and 0.75 for the CBD. The same ratio estimated for 2023 is 0.79 for the entire base network and 0.81 for the CBD. The average congestion level of the entire base network will be just as high as that of the present CBD.(Table 12.3.4) The traffic volume (in person kilometers) on the links with congestion of 1.5 or more makes up 20% of the total on the present network. The same share forecast for the base network in 2023 is nearly 40%. This clearly shows that the base network will not be able to cope with the expected growth of demand. The network is in need of investment larger than the committed projects.

Table 12.3.4 Average Congestion Ratio

Year Network Metrop. Area CBD* 2006 Present 0.47 0.75 2023 Present 0.93 1.00 Base 0.79 0.81 *The area surrounded by TEM, Basin Expressway and Kozyayag Anadolu Expressway.

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Present Congestion （ ） 2006 Net Rate V/C -1.0 Present 1.0-1.5 Net 1.5-

2023 Base Net

0% 20% 40% 60% 80% 100%

Figure 12.3.2 Percentage Composition of Traffic Volume by Level of Link Congestion

In the same way, Table 12.3.5 shows the road extension and traffic volume in terms of passenger-km by congestion rate.

Table 12.3.5 Congested Distance and Passengers in Congestion (Percentage) Congestion Rate (Volume/Capacity) Indicator Case Year -1.0 1.0-1.2 1.2-1.5 1.5- Total Do Nothing 2006 95.3 2.1 1.3 1.3 100.0 Do Nothing 2023 81.6 4.9 4.6 8.9 100.0 Road Length Max Railway 2023 77.9 10.1 6.0 6.0 100.0 Do Maximum 2023 88.4 5.8 3.5 2.3 100.0 Do Nothing 2006 82.2 6.1 6.0 5.7 100.0 Passenger Do Nothing 2023 44.1 7.4 9.9 38.6 100.0 -Km Max Railway 2023 51.5 14.8 11.9 21.8 100.0 Do Maximum 2023 73.3 9.5 7.5 9.7 100.0 Source: Study Team

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12.4 Demand/ Capacity Gaps The Base Network was assessed by comparing 2023 demand with transport capacity at four screen lines. Screen lines were drawn north to south on the district boundaries as shown in Figure 12.3.1. By doing this, volume of trips crossing the screen lines can be estimated by integrating traffic zones, instead of loading OD volumes on the network.

BP3

BP4 BoP DP2

Source : ibid. Figure 12.4.1 Screen Lines for Demand/ Capacity Analysis

Figure 12.3.2 illustrates the demand in 2005 and 2023 in comparison with capacities on screen lines of the present and the base network, respectively. Several conditions were assumed to estimate the capacity of road and railway in terms of number of passengers:

 Average occupancy of a passenger car was assumed at 1.57, a service bus at 10.0 and a bus at 30.4.

 Composition of road traffic was assumed for car at 70%, service at 5% and bus at 25% in terms of pcu.

 Average capacity of rail transit was assumed at 35,000 passengers/ hour/ direction for HRT, at 20,000 for LRT and at 8,000 for tram.

 Peak hour ratio was assumed at 12.15%. In case of the Bosporus screen line, current daily demand of about 250,000 passengers for marine transport was added to the present and future capacity as well as to demand. In addition, no induced demand is considered for the demand crossing the Bosporus, in other word, the dummy variable X was assumed to be one half of the present value at 0.5 in the future. Except the screen line BP4, capacity of the Base Network almost meets the future demand. If observing the demand by mode, however, capacity for car passengers is much less than

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the demand, while capacity for public transport passengers has a surplus over the demand. This suggests that strong TDM measures would be needed unless any other projects are implemented.

BOP DP2 3000 5000 Public Public 2500 4000 2000 Car Car 3000 1500 2000 1000 500 1000

0 0

Passengers/day(1000) Passengers/day(1000) 2005 2023 2005 2023 2005 2023 2005 2023 Base . Base Base . Base

Demand Capacity Demand Capacity

BP3 BP4 5000 6000 Public Public 4000 5000 Car 4000 Car 3000 3000 2000 2000 1000 1000 0 0

Passengers/day(1000) 2005 2023 2005 2023 Passengers/day(1000) 2005 2023 2005 2023 Base . Base Base . Base

Demand Capacity Demand Capacity

Source : ibid. Figure 12.4.2 Demand/ Capacity Gaps of Present and Base Network in 2005/ 2023

12.5 Possible Investment in Istanbul Transport Sector The IMM’s annual budget in 2007 allotted YTL 2280 million to the transport sector. The amount corresponds to 1.8% of the gross regional domestic product of IMM in the same year. In case of large cities in the world, generally, investment in the transport sector falls in the range of 1.0 to 3.0% of their GRDP. In some boom cities, however, the ratio exceeds 4.0% or even 5.0%. Istanbul is now in the cradle of development of urban railway network and has started extensive construction works. Therefore, the ratio of transport investment to the GRDP will be maintained in a high level. Assuming the ratio at 1.8 – 3.0%, possible investment amount was estimated as shown in Table 12.5.1. Roughly speaking, an amount of TRL 70 – 80 billion is regarded as the possible investment in the period of 2009 – 2023, inclusive of expenditure for maintenance. The amount also includes investment by the Central government and the private sector.

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Table 12.5.1 Possible Investment in Istanbul Transport Sector

(Million YTL, at 2005 current prices) Investment per 1.8% 2.5% 3.0% GRDP 2005 1901+α 1901+α 1901+α 2006 - - - 2007 2280+α 2280+α 2280+α 2008 2,246 3,120 3,744 2009 2,363 3,282 3,938 2010 2,486 3,453 4,143 2011 2,615 3,632 4,359 2012 2,751 3,821 4,585 2013 2,894 4,020 4,824 2014 3,045 4,229 5,074 2015 3,203 4,449 5,338 2016 3,370 4,680 5,616 2017 3,545 4,923 5,908 2018 3,729 5,179 6,215 2019 3,923 5,449 6,538 2020 4,127 5,732 6,878 2021 4,342 6,030 7,236 2022 4,567 6,344 7,612 2023 4,805 6,673 8,008 2024 5,055 7,021 8,425 2025 5,318 7,386 8,863 Possible Investment 51,765 71,895 86,274 Total, 2009-2023 Source : ibid. Note: GRDP growth assumption – 5.2% per year Actual IMM investment figures in 2005 & 2007 despite of unknown state transport investments in Istanbul Reference indicators from other JICA transport M/P experiences regarding transport investment per GRDP – 2.6% for Manila, Philippines, 2.5% for Hochiminh City, Vietnam

12.6 Preparatory Works for Project Evaluation 12.6.1 Transport Economy and Related Matters 1) Transport Activity in Metropolitan Economy The economy of Istanbul is strong in the field of trade, banking and financial institutions, and business and personal services, since the shares of those economic activities are over 35% in Turkey. The transport and communication sector accounts for 12-13% in the Istanbul economy and has a share of 21-23% in the nationwide transportation and communication sector which is almost equivalent to that of Istanbul’s GRDP in the national total.

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Table 12.6.1 Istanbul’s GRDP by Sector, Composition and Share in Nation, in 1995 and 2004

(National = 100) GDP by Sector Composition in Istanbul Share (%) ($ Million) Economy (%) Sector 1995 2004 1995 2004 1995 2004 Agriculture 0.4 0.4 1.4 0.5 1.8 1.0 Industry 8.8 20.1 30.1 26.3 26.2 25.0 Construction 1.2 2.1 4.1 2.8 16.3 18.0 Trade 7.5 23.6 25.7 30.9 28.7 35.5 Transportation & 3.7 9.8 12.7 12.8 22.9 21.0 Communication Financial Institutions 2.2 7.3 7.5 9.6 40.4 45.0 Ownership of Dwelling 1.3 4.4 4.5 5.8 30.9 32.0 Business and 1.9 4.6 6.5 6.0 39.3 41.0 Personal Services Bank Service Charges 2.2 4.1 7.5 5.3 48.8 50.0 Total 29.2 76.4 100.0 100.0 21.9 24.0 Source: Turkey Statistics Institute, 2005

2) Trade and Sea Freight Istanbul is a trade hub in the Turkish economy. In the country’s external trade, Istanbul historically kept its share at some 40% in export and at around 40% in import. It is observed that trading value jumped up in Turkey, particularly in Istanbul between 2004 and 2005. Although we have not obtained any explainable information to this sharp increase from $67.4 million in 2004 to $111.8 million in 2005 or by 1.66 times, conventional sea trade with port operation may not absorb such a change. Major ports in Istanbul are Ambarli, Haydarpasa, and Silivri and so on. As for container transport, Istanbul ports handled 1.1 million TEU in 2005. Due to physical constraint of Haydarpasa Port, its metropolitan gateway function has been transferring to Ambarli Port.

Table 12.6.2 Historical Trading Amounts in Turkey and Istanbul, between 1995 and 2005 ($ Billion) Turkey Istanbul Istanbul’s Share (%) Year Export Import Export Import Export Import 1995 21.6 35.7 10.3 13.7 47.6 38.5 1996 23.2 43.6 10.8 17.1 46.2 39.3 1997 26.3 48.6 11.7 18.4 44.5 37.8 1998 27.0 45.9 12.1 18.5 44.7 40.3 1999 26.6 40.7 11.6 16.6 43.5 40.7 2000 27.8 54.5 13.6 22.6 48.9 41.5 2001 31.3 41.4 14.8 16.8 47.1 40.7 2002 36.1 51.6 16.7 21.5 46.3 41.6 2003 47.3 69.3 21.7 28.6 45.7 41.3 2004 63.2 97.5 27.1 40.3 43.3 41.5 2005 73.5 116.8 41.7 70.1 56.8 60.1 Source: Turkish Statistical Institute, 2006

3) Public Bus Operation and Finance IETT bus fleet is composed of 2,824 buses. The average age of the fleet is 12. Fleet renewing speed is low. The number of old buses over 15 years that have already completed their economic life, is 1,279.

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IETT uniquely owns a variety of buses in terms of capacity (normal, articulated since 1979, double-decker since 1993, etc.), engine type (diesel and natural gas), fuel emission level in conformity with EU standards and other minor designs for the disabled. IETT seems to show a strong interest in new bus technologies and services. Today, IETT’s representative bus is of normal type (2,327 vehicles) with diesel engine (2,750 vehicles). IETT buses work 16 - 18 hours a day and 2.5 drivers are assigned per bus. The daily average kilometrage of an IETT bus is 526,000 km and it consumes a total fuel of approximately 250 tons. By vehicle capacity, fleet is classified into 2 categories; high capacity (articulated bus for 150 passengers on the average) and normal capacity (normal bus for 100 passengers on the average). According to the IETT Strategic Plan 2008-2012, IETT will procure 500 natural gas fueled buses and 50 hydrogen fueled buses, budgeting at YTL 354.9 million during the planning period. The plan clearly shows that IETT will shift its bus fleet from diesel to natural gas fueled buses. On the other hand, the role of hydrogen fueled bus in the future IETT fleet is still uncertain although the plan says that 50 buses will be experimentally introduced in 2012 or the final year of the plan. 4) Car Restriction Policy Turkey holds a strict and comprehensive car restriction policy regarding car purchase, owning and usage. More precisely, excise tax on car (24% to 50% depending on engine size), VAT (18%) and registration fee (YTL 103) are required when purchasing a car while a car owner must also pay car ownership tax where the tariff is set by engine size and by vehicle age. Compared with some other car affluent countries, Turkey charges extraordinary costs on car buyers and owners. For instance, the purchase and owning cost of a 1,500 cc car for 11 years in Turkey is YTL 13,249, considerably larger than Japan (YTL 9,418 equivalent) and UK (YTL 8,238 equivalent). Except for small countries and city states, there may be no other country like Turkey to make strong policy intervention on private car by economic means.

14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 Turkey Japan UK Germany France US

Car Purchase Tax Registration Tax VAT Car Ownership Tax

Source: Study Team Note: The basis for comparison - (1) Engine: 1,500 cc, (2) Weight: 1.5 tons, (3) Price without Tax: TYL 18,000, (4) Service Period: 11 Years, (5) Exchange Rate: mid of February 2007 Figure 12.6.1 Comparison of Car Purchase and Owning Costs between Turkey and Some Car Affluent Countries, 2007

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5) Fuel Pricing Policy

Fuel price in Turkey is also extremely high; gasoline (YTL 3.05), diesel (YTL 2.50), and Autogas or LPG for vehicle use (YTL 1.74) per litter. It is mainly attributed to excise tax on fuel, i.e., YTL 1.4845 per kg in 2007. The taxes such as excise tax and VAT account for over 60% in those fuel prices. One international comparison survey on petrol price with tax1 shows that Turkish petrol is the second highest in terms of tax ratio in price, i.e., 63.3%, next to UK (64.4%) in 2007. In terms of retail price, Turkish petrol is the most expensive among 29 sample countries. High fuel price setting, combined with tax and recent soaring oil prices, resulted in very high fuel prices in Turkey, and it also effectively discouraged people and business entities to use vehicles on roads. According to one media analysis, the combined effect of excise tax increase (from YTL 1.4845 per kg in 2007 to YTL 1.5985 in 2008) and oil price hike has increased the retail prices by 8.4% for gasoline, 10.8% for diesel and 15.8% for Autogas in 2008. Another phenomenon is for vehicle users to change fuel from prohibitive gasoline to cheaper diesel and Autogas. For example, diesel consumption exceeds gasoline in Turkey. The government encourages LPG use because of its safe, economical and competitive characteristics. LPG products are classified into bottled LPG, bulk LPG and Autogas. The Autogas consumption volume was 2,006,263 tons in 2007 which accounted for 57% of the all LPG consumption in Turkey. It is noteworthy that the Autogas share sharply increased from 44% in 2006. Under the very high price setting for gasoline nowadays, Autogas is also becoming popular among individuals and business entities.

3.5 3 2.5 2

(YTL) 1.5 1 0.5 0 2005 2006 2007 2008

Gasoline (/lt.) Diesel (/lt.) Autogas (/kg)

Source: 2005 – 2008 figures from Consumer Prices Indices Database Projection figures for 2008 Figure 12.6.2 Recent Fuel Price Hike, Istanbul, 2005-2008

6) Vehicle Registration The number of vehicles registered in Istanbul is 2,408 thousand at the end of 2006 except for road construction machinery vehicles, having a 22% share in Turkey or being equivalent to Istanbul’s GRDP share in Turkey. In recent years, motorization in the

1 Ministry of Economy, Trade and Industry, Japan, 2007

12-24 The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Interim Report Chapter 12 metropolitan society has been accelerating since 2004 although data inconsistency is found between 2003 and 2004 due to the change in data collection method. Compared with the national vehicle inventory 2006, Istanbul has a larger share of passenger cars, i.e., 69% in Istanbul vs. 56% in Turkey, while it has a smaller share of motorcycle, at 5% in Istanbul vs. 17% in Turkey. There may be two main reasons: (1) is citizen in Istanbul more affordable to have passenger cars and (2) public transport services are more densely provided in Istanbul unlike the massive flow of motorcycle seen in other areas in the country.

3000000

2500000 S.P.V* 2000000 Motorcycle

1500000 Truck Bus 1000000 Car Vehicle Population Vehicle 500000

0

19961997 1998 1999 2000 2001 2002 2003 2004 2005 2006

Source: Turkish Statistical Institute Note: * Special Purpose Vehicle Figure 12.6.3 Vehicle Population in Istanbul, between 1996 and 2006

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Chapter 13 Maximum Road Network

13.1 Evaluation of Base Network In this section, the Base Network will be evaluated from the following viewpoints.

 Present Network Problems  Urban Development Planning  Traffic Demand vs Capacity

13.1.1 Present Network Problems As mentioned earlier, the following issues have been identified as the road network problems:

 Inadequacy of arterial/semi-arterial roads in densely built up areas  Traffic congestion related to the Bosporus crossing  Lack of coordination between road network and other transport modes  Inadequate development of network in the newly urbanized area

1) Inadequacy of arterial/semi-arterial roads in densely built up areas The typical areas related to the first issue above are the CBD area, Gugoren/Bagcilar/Bahcelievler area and Umranye/Uskdar area. In the CBD area, the road widening projects from Besikitas to Kagithane and several tunnel projects in the Northwest – Southeast direction and Northeast – Southwest direction are included in the Base Network. They will contribute to the traffic dispersal, and will be effective to mitigate the traffic congestion in the area. However, even after they are implemented, the arterial/semi-arterial roads may be still insufficient. The real problem is that there is not so much appropriate space for further road development. Accordingly modal shift to mass transit system should be pursed. In the Gungoren/Bagcilar/Bahcelievler, area several road projects are included in the Base Network, however, they are mostly small-scale improvement projects, and thus the insufficiency of the arterials particularly in the West – East direction will remain even if all the projects in the Base Network are implemented. Regarding the northern part of Umranye/Uskudar area, some arterial road projects are included in the Base Network such as the development of Hotboyu St or the connection road between Fazil Kucuk St and Alemag St. However, they are only short connections and not yet adequate for formulating the arterial network in the area. 2) Traffic congestion related to the Bosporus crossing As for the second issue, it is closely related to the road network development in the CBD area and Umranye/Uskudar area mentioned above as the first issue. Together with the implementation of Marmaray project, the network formulation will contribute to the improvement in the traffic condition of the Bosporus crossing. 3) Lack of coordination between road network and other transport modes The third issue is mainly treated by constructing transfer centers or intersection improvement projects. For instance, the intersection project at Aksaray, which is at the

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designing stage but has been approved already, is including the development of pedestrian squares for the passengers of LRT and tramway. Therefore it is difficult to address this issue only from standpoint of road network. Coordination between modes will be studied carefully in the next stage of the present study. 4) Traffic demand vs capacity Regarding the fourth issue, many road projects in the newly developed residential area have been included in the Base Network; particularly those in Esenler, Kucukcekmece and the east part of Buyukcekmece are expected to provide better access to the newly populated areas.

13.1.2 Urban Development Planning According to the land use plan prepared by IMM, the urbanized area will be expanded to westward and eastward of Istanbul. Particularly Silivri, Buyukcekmece on the European side and Pendik, Tuzla on the Asian side are to accommodate most portion of the population increase in the future. In order to establish new sub-centers and create well designed new urban areas, transport network should be developed according to the travel demand. The Base Network does not include road development projects in such areas, where the urbanization has not yet reached but is soon to be accelerated in the future. Only few connection roads for the existing settlements. In this sense, the Base Network does not yet meet the future urbanization, and many feeder roads should be planned in the present study.

13.1.3 Traffic Demand vs Capacity In order to tackle the network problems mentioned above, various efforts have been undertaken by IMM and other government agencies. The Base Network defined in Chapter 11 of this report includes the Bosporus tunnel promoted by DLH and a number of road projects planned and approved by IMM in addition to the existing roads. Although the Base Network is not yet the master plan to be proposed by this study, its performance has been tested by traffic assignment to identify the deficiencies of the Base Network and the direction of the master planning. Figure 13.1.1 to Figure 13.1.4 present the results of the traffic assignment. The following points are noted: A. The network will be saturated to a remarkable extent, showing that the Base Network is still insufficient to cope wit the future traffic demand. B. The road network will be particularly congested for the motorways and the arterial roads on the European side. Proper countermeasures must be additionally incorporated in the master plan. C. Public transport network, mainly of railways, will also be overloaded in and near the central area on the both sides of the Bosporus Strait. Additional railways should be proposed in the central area across the Bosporus Strait.

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Legend 1000 PCU/ hour Congestion Rate(V/C) 60 30 ≦1.0

1.0＜ ≦1.2 20 ＜ ≦ 20 10 1.2 1.5 1.5＜

Study Area

Legend 1000 PCU/ hour Congestion Rate(V/C) 60 30 ≦1.0 1.0＜ ≦1.2 20 20 10 1.2＜ ≦1.5 1.5＜

Central Area

Source : Study Team Figure 13.1.1 Peak-Hour Traffic Assignment Result of Car and Service Vehicle (2023 Demand on the Base Network)

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1000 Passenger / hour Legend 40 20 Congestion Rate(V/C) ≦1.0 1.0＜ ≦1.2 1.2＜ ≦1.5 1.5＜

Study Area

1000 Passenger / hour Legend 100 Congestion Rate(V/C) 50 ≦1.0 1.0＜ ≦1.2

1.2＜ ≦1.5 1.5＜

Central Area

Source : Study Team Figure 13.1.2 Peak-Hour Traffic Assignment Result of Public Transport (2023 Demand on the Base Network)

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13.2 Preparation of Maximum Network Road network plan in this chapter focuses on the expansion of Base Network considering its insufficiency for each of the following areas/issues:

 Inter-regional highway network  The network of the areas where serious deficiency is observed in the Base Network  The network in the areas which will be newly developed as sub-centers.

13.2.1 Inter-regional Road The central government has road tunnel construction plan and a motorway development plan crossing the Bosporus. The former was proposed by DLH (The Directorate of Railway, Airport and Harbor Construction of the Ministry of Transport) in order to alleviate the traffic congestion on the Bosporus crossings. DLH has an intension to realize the project as a BOT (Build-Operate-Transfer) scheme, which is now at the tendering stage. The tender was postponed several times because of the uncertainties for the private sector of the surrounding conditions. It is reported that the successful bidder was finally selected through the tender in April 2008. This project is included in the Base Network, since it will soon proceed to the implementation stage. In relation to the latter the nationwide motorway is planned and implemented by the Directorate of Highways of Ministry of Transport (KGM). The motorway development plan includes the Third Bosporus Bridge Project, which is one of the most influential factors on the transport condition in Istanbul. According to KGM, there are six alternative routes: Corridor1 to Corridor5 and Northern Corridor as illustrated in Fig 13-2-1. The Northern Corridor is the route passing through either forest or water reservoir area in the northern part of Istanbul. In the case of Corridor2, the construction of a metro line is planned in addition to the road development. The starting point of the new motorway is assumed at Kinali near Silivri on the west and the end point is assumed at Akyaz in the east, which is located at about 70km east of Gebze. The total road length will be about 250km.

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Source: KGM Figure 13.2.1 Alternative Routes for the Motorway Development The best route has not been decided yet as of October 2008. However, from the viewpoints of consistency with the land use plan developed by IMM as well as effectiveness for improving the urban transport problems, the Corridor 2, located in between the existing two bridges, should be selected. In this case, metro line is also planned on the Third Bridge. Since this project may have large impacts on the road network as well as the traffic flow, the Corridor 2 is included in the Maximum Network. If the Northern Corridor, Corridor 3, 4 or 5 is selected by KGM, Corridor 2 will be an additional proposal by the study team. However, if Corridor 1 is selected, Corridor 2 will be replaced with in the Maximum Network.

13.2.2 CBD area and Sariyer area The CBD area (Beyoglu/Besikitas/Sisli area) is the most active business area, whereas the arterial and semi-arterial roads are not sufficiently developed as stated before. There are three arterial roads, Buyukdere St., Barbados St. and Piyalepasa Burvali, however all of them are running in parallel in the northeast – southwest direction with an average interval of 1 km. There are neither semi-arterial roads in between them, nor any arterial/semi-arterial roads in the transversal direction. Accordingly the traffic congestion is often observed during the peak hours. In the Base Network, several roads are planned for implementation to cope with this situation; the tunnel projects of Piyalepasa – Dolmabahce and Kagithane – Piyalepasa in the northwest – southeast direction, the tunnel projects of Dolmabahce – Fulya, Fulya –

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Levazim Siltesi, Levazam Siltesi – Akaltar, etc. in the northeast – southwest direction, and several road widening projects such as Sisli – Zincirlindere Road. These projects will contribute to the traffic dispersal and the segregation between through traffic and intra zonal traffic. In addition to the Base Network, additional tunnel projects, Tophane – Haskoy and Tophane – Iplikci in the Beyoglu district are proposed in the CBD area by IMM. Furthermore, the Third Bosporus Bridge is planned to be connected to the planned tunnels in Besikitas and the Cendere Road in Kagithane for the traffic from/to Uskudar and Umranye area as well as the traffic from the Silivri area. It will contribute to strengthen the linkages between CBD and the sub-centers, Halkali/Ikiteli Media Express zone, Silivri in the west and Kartal and Tuzla attraction centers in the east. With regard to the CBD area, further road development will not be necessary in addition to the above projects by the target year, since a rail - oriented transport system is planned to serve the CBD area. As for the connection with Sariyer area from the CBD area, there are two roads, Buyukdere St. and the coastal road along the Bosporus. As the latter is a narrow zigzag road, the former functions as the main road, and therefore is often congested. IMM is planning two tunnel projects, Derbent Hacioman tunnel and Almutlualti – Poligon Mah tunnel, which will directly connect CBD area with Keferkoy, the district center of Sariyer by linking with Sariyer Merkez – Cayirbasi tunnel. No other additional roads will be required at present. Consequently only those projects proposed but not yet approved by IMM will be included in the Maximum Network.

Source : Study Team Figure 13.2.2 Maximum Network in the CBD and Sariyer

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13.2.3 Gungoren/Bagcilar/Bahcelievler Area

This area is densely populated, however the road network has been irregularly developed since the residential development has progressed without appropriate city planning. There are several arterial roads in the north-south direction, however no arterial roads exist in the east-west direction. IMM has a tunnel connection project, which is planned from Eyup to Bahcelievler/Bagcilar area through Byrampasa and Gungoren districts to improve the accessibility to the CBD area. Since the area is densely built up already, the connection roads accessible to the tunnel will be limited. In addition to the road projects planned by IMM, the following roads are proposed in order to improve the arterial road network in the area. Construction of the missing link connecting Mimar Sinan St. and Posta St.(PF44) Mimar Sinan St. has been developed from Media expressway to Bagcilar St. as a wide 4-lane road with a median strip. On the other hand Posta St./Eski Londra Asfalti road has been developed from Cincindere St to Dumlupinar St, which is the arterial road connecting TEM highway and D100 near Zeitinburnu. The section between Bagcilar St and Cincindere St is not linked yet and is fully covered by a number of residences. By constructing a road tunnel of 1.5 km in this section, an arterial road in the east-west direction will be created and it will drastically improve the accessibility of the residents of the area to the Media Expressway or Topkapi and the CBD area. Extension of Mahmet Akif Bulvari to Cobancesme interchange of D100(PF45) Miramar Akif Bulvari has been developed in the north-south direction from TEM highway to around Mimar Sinan St, however, it has not been extended to D100. The missing section is also a built up area, therefore some difficulty is expected for the implementation. Construction of a tunnel will be required for the extension. Once it is completed, it will be the main arterial in this area and highly contribute to the improvement of the accessibility to Bakirkoy sub-center as well as the coastal area from Gungoren/Bagcilar/Bahcelievler area.

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Source : ibid, Figure 13.2.3 Maximum Network in Gungoren/Bagcilar/Bahcelievler

13.2.4 Avcilar/Buyukcekmece area (Area between two lakes) In this area, the most important issue is the freight traffic related to the Ambarli port, which causes not only additional burden on the arterial roads but also adverse impacts on the urban environment. At around Hadimkoy area, a logistic center is to be established according to the land use plan prepared by IMM. Therefore the transportation system between the port and the logistic center should be strengthened. There is a plan to construct a railway and transport all the cargo from the port by using trains. However, it seems to take a long time to establish the Ro-La system since a branch line from the port has to be constructed and the main rail line should be also improved and double tracked. In addition, the distance from the port to the logistic center is less than 20 km, which is more advantageous for road traffic in terms of transport time and cost required. The Haramdere Kumcular road connecting the port with D100 is now under construction for its widening from 4 lanes to 6 lanes. The connecting road of Haramdere Kumcular road, i.e., the TEM Haramdere Baglanci road between D100 and TEM highway is often congested with the traffic from the port and the traffic from the surrounding residential areas.

KGM has proposed a new road construction from D100 to a junction near Hadimkoy of TEM highway. The route is to diverge from TEM Haramdere Baglanci road at Suyolu road and runs toward north in parallel with Dogan Arasi Bulvari, then crosses the TEM highway at near Ornek, merges into Hadimkoy Altinsehir road, and reaches the logistic center as well as Hadimkoy junction. A branch line of new motorway which is already included in the land use plan prepared by IMM, is planned to link with Hadimkoy junction, therefore the above proposed road is

13 -9 The Study on Integrated Urban Transportation Master Plan for Istanbul Metropolitan Area in the Republic of Turkey Final Report Chapter 13

easily accessible to the new motorway as well. The total length of the new road will be about 12km. Since the proposed route has to pass the built up area, it is proposed to build a tunnel up to the merging point with Hadimkoy Altinsehir road in order to minimize the land acquisition problem as well as the adverse environmental impacts. The road will be mainly used by freight vehicles between the port and logistic center as a truck route, therefore it will be effective to segregate the freight traffic related to port from the ordinary traffic related to the surrounding residential area.

Source : ibid, Figure 13.2.4 Maximum Network in Avcilar/Buyukcekmece area

13.2.5 Western Marmara Sea The western Marmara Sea is designated as the largest area to be urbanized in the land use plan by IMM. The population in the western area of the Buyucekmece Lake is planned to increase by as much as about 2 million until the year 2023, particularly the population growth in Silivri is 1.5 million. In order to realize the urbanization in this area, transportation network should be developed. Table 13.2.1 shows the population density in the area at the western side of Buyukcekmece Lake. The population density in the area is expected to increase from 100 ～3,000 person/km2 to 1,000～42,000 person/km2. Particularly the density in Silivri sub-center will be 8,000～10,000 person/km2 in 2023.

In the light of the common relationship between population density and road density, the road density of 15 to 20km/km2 will be required in the urban area. Since the share of the arterial road is approximately 10%, the arterial road network should be developed to the level of 1.5 to 2 km/km2, which implies an average interval of arterial road at 1 to 1.3 km.

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Taking into account of the land use at present as well as in the future and the topographic condition, the sub-center of Silivri is assumed to be developed at the north of the existing residential area in between TEM highway and D100.

Table 13.2.1 Population Density and Road Density in the Western Coastal Area (Silivri, Buyukcekmece) Year 2005 Year 2023 Population Road Density Population Road Density Code District Density Arterial Road All Road Density Arterial Road All Road person/km2 Km/km2 Km/km2 person/km2 Km/km2 Km/km2 919253 Buyukcekmece 779 0,8 8,1 1.354 919254 Buyukcekmece 3.071 0,1 9,6 5.340 930408 Silivri 280 0,8 4,9 3.727 930409 Silivri 3.133 1,3 10,9 41.639 1～3 10～20 930410 Silivri 224 0,0 5,8 2.973 (interval: (interval: 930411 Silivri 567 0,6 12,5 7.541 1-2 km) 100-200 km) 930414 Silivri 276 0,9 6,4 480 930416 Silivri 97 0,0 1,7 1.296 930417 Silivri 63 0,4 3,2 837 930419 Silivri 114 0,3 2,8 1.520 Source : Census Data

00

930416930416 930417930417 930410930410 930419930419 930408930408 930409930409 930411930411 00 930414930414 919253919253 919254919254 00 00

Source : Study Team Figure 13.2.5 Zone Map in the Western Marmara Coastal Area

Between TEM highway and D100, two arterial roads are proposed in parallel to those motorways. These roads could be effectively used as the linkage from the newly urbanized sub-center in Silivri to the Buyukcekmece district, Hospital/research center planned at the neighboring zone, and fair area and IT industrial complex planned at the west side of Silivri. Arterial roads in the north-south direction, which connect the two arterials with the two motorways, are also proposed with 1 to 2 km interval. In addition, several semi-arterial roads are proposed to formulate the skeleton of the road network in the new town. The existing road between the new port at the western end of the coast and IT industrial

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complex university campuses will be totally rebuilt including the improvement of alignment and widening as an arterial road. Finally the motorway proposed by KGM is planned to join to the TEM highway at Kinali near Silivri area, then a connecting motorway is proposed to link D100, TEM highway and the new motorway as well as the proposed new airport. The road network plan in this area is shown in Figure 13.2.6.

Source : ibid, Figure 13.2.6 Maximum Network in Western Marmara Sea Coastal Area

13.2.6 Umraniye/Uskudar Area Umraniye/Uskudar area is also one of the built up areas where an appropriate city planning has not been applied. Therefore the road network has not been appropriately developed. Mainly due to the topographic condition, sometimes there is no direct connection among the sub-districts and the alignments of the main roads are not well designed. For instance, there is no arterial road between Umraniye and Uskudar except for the motorway connection road. As additional projects to the Base Network, several road projects have been planned by IMM. The prominent projects are as follows; 1) Widening of Hatboyu St. (Coastal road linkage) in Umraniye Hatboyu St. is a connection road between the Kandili St. at the coastal line of the Bosporus and Umraniye district in Asian side. There is no main ring road in between the two freeway

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ring roads of 6 to 7 km interval, therefore this project aims to improve the accessibility of the Umraniye district by widening the existing road from 2 lanes to 6 lanes and constructing a new short stretch for crossing the Sile Road. It will be directly linked with the eastern section of Hatboyu St. under construction at present. 2) Two Tunnel Projects connecting Umraniye to Uskudar (Beylerbeyi - Harem Tunnel and Beylerbeyi – Hekimbasi Tunnel) These tunnel projects are planned to directly link Umraniye district and Uskudar district in parallel with the coastal line of the Bosporus. One is the tunnel between Beylerbeyi St. located a little north of Bosporus Bridge and Uskudar Harem Sahir St. on the Asian side. The other is between Beylerbeyi St and Bosna Bulvari located at the middle of TEM highway and D100. Currently there is no direct linkage among these areas because of the mountainous topography. The motorway extension from the Third Bosporus Bridge proposed by KGM is planned in this area. The main route is to intersect with TEM highway at around the district boundary between Umraniye and Beykoz. A branch line of the motorway is also planned to diverge at the east side of Bosna Bulvari, goes down southward and reach the Goztepe Interchange of D100. In addition to the above projects, the following road projects are proposed as a part of Maximum Network in order to establish more effective network. 3) Construction of connection road between the tunnel project and TEM highway This connection road aims to improve the mobility of the residents in the eastern part of Umraye and to realize a direct connection between TEM highway and Hydarpasa port area by linking the road tunnel stated above and the intersection of TEM highway and the proposed new motorway. The proposed route of this project is a built up area, therefore the land acquisition may have some difficulties. In that case, it can be implemented by developing a tunnel partially . 4) Construction of the missing link between Bosna Bulvari and Hatboyu St Bosna Bulvari is an arterial road running in parallel to D100 in between two motorways, however ends at Alemdag St, located near the motorway connection road. On the other hand, Hatoboyu St has been developed as an arterial road accessible to TEM highway from Umraniye, however the development has been suspended at around Cengiz Topel road. The length of the missing link is about 800m. By constructing the missing link, Bosna Bulvari and Hatoboyu St will be connected and function as major arterial roads in this area. Since the area along the route is densely built up already, the project will be implemented by constructing a tunnel.

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Source : ibid, Figure 13.2.7 Maximum Network in Umraniye / Uskudar area

13.2.7 Tuzla New Development Area In the northern part of Tuzla district, an attraction center is planned in the land use plan prepared by IMM. It is supposed to include logistic area, organized industrial zone and amusement park. In order to make it function as the sub-center, transport network should be developed in this area. The motorway route is planned at about 5 km north of TEM highway in the area. Ataturk/Orhanli road, the connecting road between TEM highway and D100 is proposed to be widened and extended to the proposed motorway. Several arterial roads should be newly developed in a grid pattern centering on the intersection between Ataturk/Orhanli road and Kurkoy-Orhantli road. In addition, it is proposed to rebuild the Ankara road and connect with Baglanti road as an arterial road so as to strengthen the linkage between the sub-centers, Kartal and Tuzla. It will also contribute to the accessibility improvement of the residents of Pendik and Tuzla, where high population growth is expected.

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Source : ibid, Figure 13.2.8 Maximum Network in Tuzla New Development Area

13.3 Projects Included in the Maximum Network The projects added in the Maximum Network consist of those planned but not yet approved by IMM, the new motorway including the Third Bosporus Bridge planned by KGM and the road projects newly proposed by the study team. The projects shown in the network are analyzed in terms of their necessity and validity etc. Therefore, the network alternatives are regarded as the maximum case of road development. The project code is classified by progress stage as follows: PC type: design completed PD type: design stage PE type: study stage PF type: newly proposed by study team

The project location maps and project lists are shown in Figure 13.3.1 to 13.3.3 and Table 13.3.1.

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Source : ibid, Figure 13.3.1 Network Alternatives (Maximum Network) (European Side 1)

Source : ibid, Figure 13.3.2 Network Alternatives (Maximum Network) (European Side 2)

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Source : ibid, Figure 13.3.3 Network Alternatives (Maximum Network) (European Side 3)

Source : ibid, Figure 13.3.4 Network Alternatives (Maximum Network) (Central Area)

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B09

Source : ibid, Figure 13.3.5 Network Alternatives (Maximum Network) (Asian Side 1)

Source : ibid, Figure 13.3.6 Network Alternatives (Maximum Network) (Asian Side 2)

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Table 13.3.1 Road Projects Added in Maximum Network

New Project No of Length Current No. Road Project Name Code type Lane (m) Conditon Tophane - Iplikci Tunnel New D/D 1 PC01 0→4 1,275 Compl 2 PD01 Widening of Hatboyu street (Coastal road Linkage) in Umraniye New 0→4 8,526 Designing Bakirkoy between D-100 Land Route (İncirli Junction) - Coastal Road one way 3 PD02 (Atakoy Junction) underpass - flyover project pair 4→3 10,278 Designing 4 PD03 Widening project between Kirac and Esenyurt construction road Widening 2→4 1,808 Designing 5 PD04 Between Hadımkoy bridge- Yassioren road, road, junction project Widening 2→4 7,920 Designing 6 PD05 Beykoz, Miharabat Street-TEM Highway Linkage project Rehab. 8→8 1,660 Designing Umraniye, between Kucuksu junction- İsfalt association (Kucuksu street) New 7 PD06 0→2 6,009 Designing road rehabilitation project 8 PD07 Beylerbeyi - Harem Tunnel New 0→4 4,320 Designing 9 PD08 Beylerbeyi - Hekimbasi Tnnel New 0→4 3,600 Designing 10 PD09 Kadikoy - Moda Tunnel New 0→4 920 Designing 11 PD10 Tophane - Haskoy Tunnel New 0→4 470 Designing 12 PD11 Road Construction For W. Trade Center by Private Sector New 0→6 3,900 Designing Kucukcekmece D-100 Highway Cobancesme Junction - Olympics Road Wg/New 13 PD12 0→6 16,800 Designing Linkage Road and Junction Project 14 PD13 Yakuplu Kumcular Servis Road Project Widening 4→6 3,800 Designing 15 PD14 Derbent Haciosman Tunnel Project New 0→4 2,500 Designing 16 PD15 Armutlualti - Poligon Mah. Tunnel Project New 0→4 2,760 Designing 17 PD16 Armutlualti - Ayazaga Tunnel Project New 0→4 3,000 Designing 18 PD17 Kuyumcu Kent - Otogar - Eyüp Tunnel Project New 0→4 13,900 Designing Road rehabilitation project between Bagcilar, Malazgirt underpass-Mehmet Rehab. 19 PD18 4→4 1,368 Designing Akif avenue (8.St-1/3St-1/13 St-2/13 St) 20 PD19 Tuzla Formula-1 Road Network 6 numbered road project New 0→4 2,740 Designing 21 PD20 Link Road between Malazgirt Rd and Mahmat Akif Bulbari Wg/New 2→4 900 Designing Road project in Bakirkoy (D-100 Highway Sefakoy junction - airport A-14 New 22 PE01 0→2 874 Studying Apron linkage road) 23 PE02 Sultanbeyli Necip Fazil street - Kartal TEM linkage road project Widening 2→4 804 Studying 24 PE03 Between Umraniye Mandira st - Bag st road project New 0→2 401 Studying New linkage road project between Umraniye Karadeniz street - Mandira New 25 PE04 2→4 541 Studying street (continuous section of Hatboyu street) Kartal Sehit Ahmet Yalcin St - Arkoz St - Cavusoglu St, Adnan Kahveci New 26 PE05 2→4 1,958 Studying Viaduct Linkage road junction project Umraniye, between Sile Road Yenidogan junction - Pasakoy junction road, Widening 27 PE06 2→4 4,171 Studying junction implementation project Re-organizing The existing road in Umraniye Cekmekoy Cavusbasi street Widening 28 PE07 2→4 1,278 Studying according to the construction plan as 20m 29 PE08 Kartal between Tekel street - D-100 road, junction implementation project New 0→4 1,917 Studying Uskudar between Zubeyde Hanim Street - Hekimbasi Ciftlik street Widening 30 PE09 2→4 1,227 Studying construction roads implementation projects Beykoz , between Kavacik junction – Cekmekoy junction (Cavusbasi road) Widening 31 PE10 2→3 10,891 Studying road, junction implementation project 32 PE11 Widening of D100 from Silivri to Kinali Widening 4→6 7,700 Studying 33 PE12 Construction of New Motorway (Silivri - New Airport Connection Motorway) New 0→6 15,600 Studying Construction of New Motorway (New Airport Connection Motorway - New 34 PE13 Hadimkoy/Yassioren Rd) 0→6 17,600 Studying Construction of New Motorway (Hadimkoy/Yassioren Rd - Junction of New 35 PE14 0→6 12,650 Studying Hadimkoy Branch Motorway) 36 PE15 Construction of New Motorway (Hadimkoy Branch Motorway) New 0→6 5,500 Studying Construction of New Motorway (Junction of Hadimkoy Branch Motorway - New 37 PE16 0→6 5,300 Studying Basaksehir4) 38 PE17 Construction of New Motorway (Basaksehir4 - Kayabasi) New 0→6 8,100 Studying 39 PE18 Construction of New Motorway (Kayabasi - TEM Hekimsuyu Junction) New 0→6 6,700 Studying 40 PE19 Construction of New Motorway (TEM Hekimsuyu Junction - Kagithane) New 0→6 6,600 Studying 41 PE20 Construction of New Motorway (Kagithane - Third Bosporus Bridge) New 0→6 3,930 Studying 42 PE21 Construction of New Motorway (Third Bosporus Bridge) New 0→6 5,955 Studying Construction of New Motorway (Third Bosporus Bridge - Junction of New New 43 PE22 0→6 1,215 Studying Kadikyoy Motorway) Construction of New Motorway (Junction of New Kadikyoy Motorway - New 44 PE23 0→6 3,000 Studying Junction with N-S TEM Linkage Highway) Construction of New Motorway (Junction with N-S TEM Linkage Highway - New 45 PE24 0→6 4,800 Studying Juction with D100)

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New Project No of Length Current No. Road Project Name Code type Lane (m) Conditon Construction of New Motorway (Junction of New Kadikyoy Motorway - New 46 PE25 0→6 3,900 Studying Juction with O2(N-S TEM)) 47 PE26 Construction of New Motorway (Juction with O2(N-S TEM) - Cekmekoy) New 0→6 7,000 Studying 48 PE27 Construction of New Motorway (Cekmekoy - Kurtkoy) New 0→6 17,500 Studying 49 PE28 Construction of New Motorway (Kurtkoy - Otanli/Tepeoren Ataturk Rd) New 0→6 6,000 Studying 50 PE29 Construction of New Motorway (Otanli/Tepeoren Ataturk Rd - Ciftlic Rd) New 0→6 4,200 Studying Construction of New Motorway (New Motorway - New Airport - D100 near New 51 PE30 Silivri) 0→6 13,500 Studying Construction of Connection Road between New Motorway at Cekmekoy in New 52 PE31 Umranye 0→4 3,200 Studying 53 PE32 Widening of Connection Road to New Motorway at Kurtkoy in Pendik Widening 2→4 2,400 Studying 54 PF01 New N-S Road No.1 for University-IT Center in Silivri New 0→4 12,200 Proposed 55 PF02 Widening of N-S Road No.2 for University-IT Center in Silivri Widening 2→6 20,800 Proposed 56 PF03 New N-S Road No.3 for University-IT Center in Silivri New 0→4 16,000 Proposed 57 PF04 New E-W road at University in Silivri New 0→4 3,500 Proposed 58 PF05 New E-W road No.1 at IT Center in Silivri New 0→4 3,400 Proposed 59 PF06 New E-W road No.2 at IT Center in Silivri New 0→4 4,100 Proposed 60 PF07 New E-W road No.3 at IT Center in Silivri New 0→4 3,200 Proposed 61 PF08 New Road Connection No1 between Silivri and New Port New 0→6 6,000 Proposed 62 PF09 New Road Connection No2 between Silivri and New Port New 0→6 4,800 Proposed 63 PF10 New Connection Road No.1 in North residential area of New Port in Silivri New 0→4 2,000 Proposed 64 PF11 New Connection Road No.2 in North residential area of New Port in Silivri New 0→4 2,100 Proposed New Connection Road No.3 (E-W) in North residential area of New Port in New 65 PF12 0→4 3,800 Proposed Silivri 66 PF13 New N-S Road No.1 in New residential Area near New Port in Silivri New 0→4 2,300 Proposed 67 PF14 New N-S Road No.2 in New residential Area near New Port in Silivri New 0→4 3,100 Proposed New Connection Road No1 in New Residential Area near New Port in New 68 PF15 0→4 1,900 Proposed Silivri New Connection Road No2 in New Residential Area near New Port in New 69 PF16 0→4 3,100 Proposed Silivri New Connection Road No3 in New Residential Area near New Port in New 70 PF17 0→4 2,700 Proposed Silivri 71 PF18 New E-W Road No.1 in Silivri Sub-Center New 0→4 10,300 Proposed 72 PF19 New E-W Road No.2 in Silivri Sub-Center New 0→6 4,300 Proposed 73 PF20 New N-S Road in Hospital/Healthcare Zone in Silivri New 0→4 2,300 Proposed 74 PF21 New N-S Road at West side of Silivri Sub-Center New 0→4 4,900 Proposed 75 PF22 New N-S Central Road of Silivri Sub-Center New 0→4 4,500 Proposed 76 PF23 New N-S Road at East side of Silivri Sub-Center New 0→4 7,500 Proposed 77 PF24 New N-S Road Connection between TEM and D100 in Silivri New 0→4 4,300 Proposed 78 PF25 TEM side road from PF21 to PF24 New 0→4 7,000 Proposed 79 PF26 New E-W Connection Road in Silivri Sub-Center at North New 0→4 7,000 Proposed 80 PF27 New E-W Connection Road in Silivri Sub-Center at Center New 0→4 3,700 Proposed 81 PF28 New E-W Connection Road in Silivri Sub-Center at South New 0→4 8,600 Proposed 82 PF29 New N-S Road along the westside of New Airport in Silivri New 0→4 8,600 Proposed 83 PF30 New N-S Road along the eastside of New Airport in Silivri New 0→4 12,100 Proposed 84 PF31 Widening of N-S Road in Silivri Widening 2→4 2,600 Proposed 85 PF32 New E-W Road No.1connecting to Silivri Sub-Center New 0→4 11,800 Proposed 86 PF33 New E-W Road No.2connecting to Silivri Sub-Center New 0→6 12,800 Proposed TEM side road from PF24 to Connection Rd TEM-D100 at Selimpasa in New 87 PF34 0→4 10,400 Proposed Silivri 88 PF35 New E-W Residential Road in Silivri New 0→4 4,400 Proposed 89 PF36 New N-S Residential Road No.1 in Silivri New 0→4 2,400 Proposed 90 PF37 New N-S Residential Road No.2 in Silivri New 0→4 3,400 Proposed 91 PF38 New E-W Road No.1 between Silivri and Buyukcekmece New 0→4 16,400 Proposed 92 PF39 New E-W Road No.2 between Silivri and Buyukcekmece New 0→4 19,300 Proposed 93 PF40 New N-S Road between TEM and D100 in Silivri developed area New 0→4 1,600 Proposed 94 PF41 New N-S Connection Road No.1 between PF38 and coastal area New 0→4 1,400 Proposed 95 PF42 New N-S Connection Road No.2 between PF38 and coastal area New 0→4 1,600 Proposed New Truck Route for Ambarli Port - Logistic Center(tunnel for about half New 96 PF43 0→4 12,000 Proposed length) 97 PF44 E-W Missing Linkage in Gungoren (tunnel) New 0→4 1,100 Proposed 98 PF45 N-S Missing Link in Bahcelievler (tunnel) New 0→4 2,400 Proposed 99 PF46 Connection Tunnel between Bosna Bulvari and Hatboyu St (tunnel) New 0→4 1,000 Proposed

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New Project No of Length Current No. Road Project Name Code type Lane (m) Conditon Re-Construction of Ankara Road between Pendik and Baglanti Road Rehab./ 100 PF47 4→4 7,100 Proposed (incl. 2km new road) New 101 PF48 Widening of Ataturk Road(TEM - D100) in Tuzla Widening 2→6 8,200 Proposed 102 PF49 Extension of Ataturk Road to New Motorway in Tuzla (Widening) Widening 2→6 7,200 Proposed 103 PF50 E-W Access Road to New Logistic Center in Tuzla New 0→4 2,000 Proposed 104 PF51 E-W Road from Logistic Center in Tuzla - Gebze New 0→4 3,800 Proposed 105 PF52 New E-W road at Northern Tuzla Industrial Complex New 0→4 5,100 Proposed 106 PF53 New N-S Road at Logistic Center and Industrial Complex in Tuzla New 0→4 4,400 Proposed 107 PF54 TEM Side Road at Tuzla Industrial Complex(West Section) New 0→4 3,800 Proposed 108 PF55 TEM Side Road at Tuzla Industrial Complex(East Section) New 0→4 4,200 Proposed 109 PF56 New E-W Road st Logistic Center and Industrial Complex in Tuzla New 0→4 3,500 Proposed 110 PF57 New N-S Road in Tuzla Industrial Complex New 0→4 5,400 Proposed Connection Road between New Motorway and Uskudar Tunnel (50% New 111 PF58 0→4 3,700 Proposed tunnel) 112 PF59 New N-S Connection Road in Silivri Sub-Center at West New 0→4 4,200 Proposed 113 PF60 New N-S Connection Road in Silivri Sub-Center at East New 0→4 4,400 Proposed Widening of TEM between New Mortorway of Kadikoy Branch and O2 in Widening 114 PF61 6→10 4,300 Proposed Umraniye 115 PF62 Widening of TEM between O2 and D100-TEM Baglanti Road in Umraniye Widening 6→10 7,900 Proposed Widening of TEM between D100-TEM Baglanti Road and Orhanli Baglanti Widening 116 PF63 6→10 13,400 Proposed Road in Sultanbeyli 117 PF64 Widening of TEM in Tuzla Widening 6→10 8,000 Proposed 118 PF65 Widening of D100-TEM connection road in Kartal Widening 4→6 9,500 Proposed 119 PF66 Widening of E-W Road at Logistic Center in Tuzla Widening 2→4 1,500 Proposed Widening of Kennedy Street between Road Tunnel and Mustafa Kemal St. Widening 120 PF67 5→6 1,500 Proposed in Eminonu Widening/New Construction of Connection between TEM and New Wg/New 121 PF68 Motorway in Kucukcekmece (Altinsehir-Kayabasi Rd and Side Road of 2→4 5,900 Proposed New Motorway) 122 PF69 New N-S Riverside Road in Kucukcekmece New 0→4 3,100 Proposed Widening of Eski Istanbul Road between TEM and New Mortorway in Widening 123 PF70 2→4 6,200 Proposed Kucukcekmece 124 PF71 New E-W Linkage in Kucucekmece New 0→4 4,000 Proposed 125 PF72 Bahcesehir - Hadimkoy Jct. Connection Road in Bahcesehir New 0→4 5,300 Proposed 126 PF73 New E-W Linkage between Bahcesehir - Avcilar in Bahcesehir New 0→4 5,800 Proposed 127 PF74 New E-W Local Street in Sirvli Sub-Center New 0→6 3,600 Proposed Source : Transportation Planning Dept., IMM

13.4 Preliminary Cost Estimation of the Project To evaluate the priority and feasibility of the proposed projects the approximate cost are estimated. The cost of the project mainly consists of construction cost, and land acquisition / compensation cost. 13.4.1 Construction Unit Cost 1) Construction Unit Cost The unit construction costs were established for the preliminary cost estimation of each project. The unit costs were examined based on the cost of the actual projects. The Study Team has obtained the following cost data: (i) Cost of the recently completed and on-going projects implemented by IMM. (ii) Standard construction unit cost issued by KGM including construction cost of roads categorized by pavement structure and lane numbers, tunnels, bridges and viaducts. (iii) Average construction cost provided by KGM including construction cost of motorway categorized by lane numbers, long span bridges and junctions. From the above data, basic unit costs for road construction were established as shown in

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Table 13.4.1.

Table 13.4.1 Construction Unit Cost

Unit Cost

Construction Item (US$/meter/lane) Road 650 Bridge 8,000

Tunnel 11,000 Trumpet Type Interchange 4,400,000 Clover Type Interchange 13,200,000

Source: Study Team

2) Basic Conditions of the Construction Cost Estimate Approximate construction costs for each project are calculated under the following basic conditions and assumptions: (i) Lengths and additional lane numbers of the project routes are multiplied by the unit cost shown in Table 13.4.1. (ii) Total bridge length on each route is assumed to be 2% of the total length of the route. (iii) Costs of the engineering services are assumed to be 12% of the construction cost.

13.4.2 Land Acquisition and Compensation Unit Cost 1) Land Price The land acquisition and compensation cost is an indispensable component of the total project cost, and they became higher than the construction cost in some of the projects.

To determine the unit land cost, following data were collected: (i) Government official land price list sorted by street issued by Ministry of Finance (2006 data). (ii) Government official land price list sorted by sub-division issued by Ministry of Finance (2006, 2002, 1992 data) (iii) The approximate land acquisition cost of 151 road infrastructure projects estimated by Land Acquisition Department of IMM prepared for their feasibility studies.

The following Figure 13.4.2 shows the distribution of the official land value for each subdivision. The data shows that the land value of developed area along the Bosporus has reached 2,000 US$/m2.

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TYL/m2 0

Source : ibid, Figure 13.4.1 Distribution of Official Land Value (2006)

2) Process of the Determination of Land Nationalization by IMM The actual land acquisition (nationalization) cost will be market value, which is usually two to five times higher than the government official land value. IMM determines the actual compensation cost necessary for the infrastructure construction with the following procedure: (i) Determine the area (parcel) and the buildings to be affected by the project.

(ii) Check if those land and buildings are sold. (iii) Estimate the value of the land and the buildings to be affected. It will be done by a real estate specialist hired by IMM. In the evaluation, land use of the area, type of the structure on the land, facility of the building, direction of the building, age of the building, etc. are considered in detail to estimate the appropriate market value. (iv) Value of the buildings is evaluated by total floor space, facility, age, purpose, etc. based on the standard evaluation criteria. (v) Negotiate with the owner of the land and the building. If the property is for sale, the municipality will negotiate as a usual customer. If the property is not for sale, the price evaluated in above III) is offered. (vi) If the offered value is not acceptable for the owner of the property, the owner will appeal to the court for their decision. 3) Land Market Value It is impossible to evaluate the accurate market value of the property without going through the above process because it is common that the land values vary block by block drastically depending on the land use and conditions of the structures on the land. However, rough estimation of the unit land market price has been attempted by the Study

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Team using limited data in order to estimate the cost for a large number of projects within a limited time schedule. Table 13.4.2 shows the average unit market land value for each district in comparison with official land value. This unit land value may be reconsidered and subdivided if further data are obtained.

Table 13.4.2 Official Land Value and Market Land Value on Average (2006)

(a) (b) District Official Value Market Value (b) / (a) TYL/m2 TYL/m2 Adalar 148 533 3.6 Avcilar 63 533 8.4 Bagcilar 249 412 1.7 Bahcelievler 232 540 2.3 Bakirkoy 618 790 1.3 Bayrampasa 275 944 3.4 Besiktas 685 752 1.1 Beykoz 21 240 11.5 Beyoglu 593 650 1.1 Buyukcekmece 63 370 5.9 Catalca 11 170 15.5 Eminonu 282 4000 14.2 Esenler 133 380 2.8 Eyup 112 480 4.3 Fatih 196 2000 10.2 Gaziosmanpasa 158 170 1.1 Gungoren 157 623 4.0 Kadikoy 243 801 3.3 Kagithane 69 700 10.1 Kartal 64 488 7.7 Kucukcekmece - 367 - Maltepe 96 658 6.8 Pendik 33 448 13.6 Sariyer 66 752 11.5 Silivri 21 200 9.7 Sisli 604 650 1.1 Sultanbeyli 5 300 65.3 Tuzla 22 234 10.6 Ümraniye 20 430 21.8 Üskudar 368 929 2.5 Zeytinburnu 443 1000 2.3 Source : ibid,

4) Basic Conditions of Land Acquisition and Compensation Cost Estimate Rough estimation of land acquisition and compensation cost for each project was made based on the following basic conditions and assumptions: (i) The average unit land market values shown in Table 13.4.2 were used for the cost estimation. However, some modifications of the unit values were made to evaluate the project in the district which has large area with both highly developed and undeveloped area.

(ii) The required right of way width for new road construction was assumed to be the road width plus10 meters. (iii) The required right of way width for road widening project was assumed to be additional lane width plus 5 meters. (iv) Land acquisition area for tunnel projects was assumed to be 4,000 m2. It is noted that the construction law No. 18 prescribes that the government can acquire the

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40% of parcels in maximum for free for the construction of infrastructure if the area is categorized as “unplanned” in the municipality’s land use plan. This rule shall be applied through the negotiation with the land owner. However, it is very difficult to consider this rule in the early stage of the project such as this master plan.

13.4.3 Result of Approximate Cost Estimate The approximate cost estimate results are summarized in the following Table 13.4.3.

Table 13.4.3 Approximate Cost Estimate Results Unit: Million US$ Cost Classification Code Construction Land Sub Total +Engineering Acquisition Under Construction A 188.0 0.0 188.0 Tender Stage B 539.7 0.0 539.7 Base Net DD Completed C 297.6 649.5 947.1 Design Stage D 430.8 851.2 1,282.0 Subtotal 1,456.0 1,500.7 2,956.8 Road Design Stage PD 249.2 446.9 696.1 Study Stage PE 2,084.1 1,044.2 3,128.3 Maximum Net Proposed (New) PF 1,330.0 1,566.7 2,896.8 Subtotal 3,663.3 3,057.9 6,721.2 Road Total 5,119.3 4,558.6 9,677.9 Under Construction A 463.5 0.0 463.5 Tender Stage B 403.5 0.0 403.5 Base Net DD Completed C 0.0 0.0 0.0 Design Stage D 0.0 0.0 0.0 Subtotal 867.0 0.0 867.0 Tunnel Study Completed PD 1,067.7 21.3 1,088.9 Study Stage PE 762.9 352.0 1,114.9 Maximum Net Proposed (New) PF 661.5 40.9 702.5 Subtotal 2,492.1 414.2 2,906.4 Tunnel Total 3,359.1 414.2 3,773.4 Under Construction A 651.5 0.0 651.5 Tender Stage B 943.2 0.0 943.2 Base Net DD Completed C 297.6 649.5 947.1 Design Stage D 430.8 851.2 1,282.0

Road Subtotal 2,323.1 1,500.7 3,823.8 +Tunnel Design Stage PD 1,316.8 468.2 1,785.1 Study Stage PE 2,847.0 1,396.2 4,243.2 Maximum Net Proposed (New) PF 1,991.6 1,607.7 3,599.2 Subtotal 6,155.4 3,472.1 9,627.5 Road+Tunnel Total 8,478.5 4,972.8 13,451.3 Base Net 743.3 129.9 873.3 Interchange/ Maximum Net 427.6 460.8 888.3 Junction Interchange/Junction Total 1,170.9 590.7 1,761.6 Grand Total 9,221.8 5,102.8 15,212.9 Source: ibid.

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13.4.4 Road Projects to be evaluated

In order to determine the project priority, some road projects have been grouped as a package project since, those projects are closely related each other, and are expected to function efficiently as a network only if they are implemented at the same time. As for the other road projects planned by IMM, 38 projects in total, they are assumed as an independent project, then will be evaluated independently. As a result, 54 road projects/package projects are identified in this study. These projects to be evaluated including the package projects are shown in Table 13.4.4.

Table 13.4.4 Road Projects to be Evaluated

Construction No Project name Project Code Cost (US$ Mil.) RD001 Tophane - Iplikci Tunnel PC01 62.8 Widening of Hatboyu street (Coastal road Linkage) in RD002 PD01 195.2 Umraniye Bakirkoy between D-100 Land Route (İncirli Junction) - RD003 Coastal Road (Atakoy Junction) underpass - flyover PD02 118.3 project Widening project between Kirac and Esenyurt RD004 PD03 9.4 construction road Between Hadimkoy bridge- Yassioren road, road, RD005 PD04 28.6 junction project RD006 Beykoz, Miharabat St.-TEM Highway Linkage project PD05 12.3 Umraniye, between Kucuksu junction- İsfalt association RD007 PD06 50.6 ( Kucuksu street) road rehabilitation project RD008 Beylerbeyi - Harem Tunnel PD07 210.0 RD009 Beylerbeyi - Hekimbasi Tunnel PD08 175.8 RD010 Kadikoy - Moda Tunnel PD09 48.4 RD011 Tophane - Haskoy Tunnel PD10 24.9 Road Construction For W. Trade Center by Private RD012 PD11 40.3 Sector Kucukcekmece D-100 Highway Cobancesme Junction RD013 PD12 291.8 - Olympics Road Linkage Road and Junction Project RD014 Yakuplu Kumcular Servis Road Project PD13 24.5 RD015 Derbent Haciosman Tunnel Project PD14 61.9 RD016 Armutlualti - Poligon Mah. Tunnel Project PD15 68.1 RD017 Armutlualti - Ayazaga Tunnel Project PD16 73.5 RD018 Kuyumcu Kent - Otogar - Eyup Tunnel Project PD17 332.8 Road rehabilitation project between Bagcilar, Malazgirt RD019 underpass-Mehmet Akif avenue (8.St-1/3St-1/13 PD18 8.8 St-2/13 St) Tuzla Formula-1 Road Network 6 numbered road RD020 PD19 25.0 project Link Road between Malazgirt Rd and Mahmat Akif RD021 PD20 4.3 Bulbari Road project in Bakirkoy,(D-100 Highway Sefakoy RD022 PE01 9.7 junction - airport A-14 Apron linkage road) Sultanbeyli Necip Fazıl st. - Kartal TEM linkage road RD023 PE02 4.1 project RD024 Between Umraniye Mandira St - Bag st road project PE03 4.5 New linkage road project between Umraniye Karadeniz RD025 PE04 4.5 street - Mandira St. (continuous section of Hatboyu St.) Kartal Sehit Ahmet Yalcin St - Arkoz St - Cavusoglu St, RD026 PE05 12.7 Adnan Kahveci Viaduct Linkage road junction project Umraniye, between Sile Road Yenidogan junction - RD027 PE06 19.3 Pasakoy junction road, junction implementation project Re-organizing The existing road in Umraniye RD028 Cekmekoy Cavusbasi St. according to the construction PE07 7.5 plan as 20m Kartal between Tekel St. - D-100 road, junction RD029 PE08 25.0 implementation project

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Construction No Project name Project Code Cost (US$ Mil.) Uskudar between Zubeyde Hanim St. - Hekimbasi RD030 PE09 13.8 Ciftlik St. construction roads implementation projects Beykoz , between Kavacık junction – Cekmekoy RD031 junction (Cavusbasi road) road, junction PE10 31.6 implementation project RD032 West Buyukcekmece Road Network Package PF38 PF39 PF40 PF41 PF42 495.6 RD033 East Silivri Road network Package PF29 PF30 PF31 PF32 PF33 PF34 842.0 PF35 PF36 PF37 RD034 Silivri Center Road network Package PF18 PF19 PF20 PF21 PF22 PF23 PF24 PF25 PF26 PF27 PF28 PF59 827.2 PF60 PF74 West Silivri (Port Area and University Area) Road RD035 PF8 PF9 PF13 PF14 PF15 PF16 Network Package PF17 844.6 PF1 PF2 PF3 PF4 PF5 PF6 PF7 PF10 PF11 PF12 RD037 Tuzla Center Road Network Package PF48 PF49 PF50 PF51 PF52 PF53 477.7 PF54 PF55 PF56 PF57 PF66 RD038 New Motorway west section Package PE11 PE12 PE13 PE14 PE30 965.4 RD039 New Motorway Kucukcekmece section Package PE15 PE16 PE17 PE18 547.7 RD040 New Motorway Kagithane section Package PE19 PE20 520.5 RD041 New Bosporus Crossing PE21 843.0 RD042 New Motorway Kadikoy Branch Package PE22 PE23 PE24 332.5 RD043 New Motorway Uskdar-Umraniye Package PE25 PE26 PE31 360.0 RD044 New Motorway Umraniye-Tuzla Package PE27 PE28 PE29 PE31 PE32 683.5 RD045 Widening of TEM Highway (Umranye-Tuzla) Package PF61 PF62 PF63 PF64 490.4 RD046 Widening of Connection road (TEM-D100) in Kartal PF65 112.0 RD047 Kucukcekmece Road Network Package PF68 PF69 PF70 135.8 RD048 Bahcesehir Road Network Package in Avcilar PF71 PF72 PF73 202.7 New Truck Route for Ambarli Port - Logistic Center RD049 PF43 358.9 (tunnel for about half length) RD050 E-W Missing Linkage in Gungoren (tunnel) PF44 57.4 RD051 N-S Missing Link in Bahcelievler (tunnel) PF45 121.4 Connection Tunnel between Bosna Bulvari and RD052 PF46 52.4 Hatboyu St (tunnel) Re-Construction of Ankara Road between Pendik and RD053 PF47 63.0 Baglanti Road (incl. 2km new road) Connection Road between New Motorway and RD054 PF58 123.9 Uskudar Tunnel (50% tunnel) Widening of Kennedy St. between Road Tunnel and RD055 PF67 38.2 Mustafa Kemal St. in Eminonu Source: ibid.

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Chapter 14 Maximum Railway Network

14.1 Evaluation of Base Network The Base Network consists of the existing, under construction, tender stage, and design stage projects with a total length of 312.2 km as show in the figure below.

Source: Study Team Figure 14.1.1 Railway Base Network 1) Network Density in the Central Area The world experience shows that high railway density in the central area attracts passenger movement between the central area and the suburban area to the railway network. The railway share in urban transport is high in Tokyo, London, Paris, and New York because of its high density of railway network in the central area. From this point of view, railway network density of the Base Network in the business zones such as Taksim, Sisli and Levent is not high enough to promote railway transportation. It is necessary to formulate a high density railway network in the center area to promote the use of railway. 2) Coordination with Land Use Plan The Base Network covers densely populated area and high demand corridor. On the other hand, the Base Network does not include railway system in Silivri along seaside where a large scale development will be needed in the land use plan. In addition, some newly populated areas still do not have railway access in the Base Network. For example, railway system in the new development area in the north of Kucukcekmece Lake is not included. There is no railway access along O-4 in Sultanbeyli District because this area is planned as low-density area where new urban development is restricted in the land use master plan. 3) Bosporus Crossing The Marmaray Project will provide a double track railway with a capacity of 75,000 passengers per hour per direction to connect European side and Asian side. However, demand forecast shows that the capacity of the Maramaray Commuter will not be enough to cope with public transport demand in Bosporus crossing. Since the Marmaray

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Commuter uses the existing TCDD line, transfer with the Metro is needed to connect the business area around Levent and Asian side.

14.2 Network Alternatives 14.2.1 Planning Stage Projects To establish the railway network for the master plan, the latest plan (as of 2007) was adopted as the starting point of the analysis. The latest plan consists of the Base Network and the planning stage projects. The planning stage projects of a total length of 168.8 km consist of the first stage (51.6 km) and the second stage (117.2 km). The fist stage projects consist of 4 lines and the second stage projects consist of 10 lines. The project code shall be defined P1 for first stage and P2 for second stage. In addition to these projects, airport access rails for Ataturk Airport and Sabiha Gokcen Airport are planned as a part of the Marmaray Project.

Source: ibid. Figure 14.2.1 Planning Stage Railway Projects

1) P1-1: Bagcilar–Halkali Light Metro (7.5 km) This is the extension of Otogar–Bagcilar (Kizali) Light Metro (C-5) which is under construction. This line connects Bargcilar (Kizali) and Halkali east and west, crossing Yesikoy - Ataturk Airport - Ikitelli Metro (D-5). High-density residential and commercial area in Kucukcekmece will be served by this line. 2) P1-2: Tekstilkent–Istoc–Olimpiyat Koyu–Bahcesehir (Ispartakule) Metro (16.7 km) This is the extension of Kabatas - Besiktas - Sisli - Giyimkent - Bagcilar Metro (D-2), connecting Bagcilar - Ikitelli - Olimpiyat Koyu Metro (C-6) and TCDD. Residential area in Halkali in the south of TEM and commercial and residential area in the north of Kucukcekmece Lake will be served by this line. Since the route to the north of the lake runs through a hilly area with a deep valley, there will be ground level sections, elevated

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sections, and underground sections.

3) P1-3: Umraniye–Bostanci Metro (14.0 km) This line connects Uskudar - Cekmekoy Light Metro (T-1) and Bostanci Station, running north and south direction through Umraniye District where population density is high but railway service is absent over large area in the Base Network. Bostanci is the station of the Marmaray Commuter and Kadikoy - Kartal Metro (C-3). This will be an underground railway. Since this line will not go through other lines, its system can be independent from others. 4) P1-4: Kartal–Pendik–Tuzla Metro (18.1 km) This is the extension of Kadikoy - Kartal Metro (C-3), running around Sabiha Gokcen Airport with a loop shape without direct access to the airport terminal. 5) P2-1: Seyrantepe–Alibeykoy–Gop–Kazlicesme Metro (16.3 km)

This is a circular railway passing through Zeytinburnu District, Bayrampasa District, Gaziosmanpasa District, Eyup District, and Kagithane District. This will divert traffic from the heavily congested corridor of Eminonu–Beyoglu–Sisli–Besiktas. This will be underground railway. 6) P2-2: Kartal Monorail (3.0 km) This line is planned to connect Kadikoy - Kartal Metro (C-3) and the Marmaray Commuter between the two Kartal stations. The function of the line is not only to bridge two parallel railways, but also to provide modern transport system in Kartal area. The route is in Kartal High Level Center Special Project Area. It should be reviewed in accordance with the Special Project.

7) P2-3: Sabiha Gokcen Airport–Formula-1 Monorail (7.7 km) This line provides mass transit access to Formula-1, having connection to Kartal – Pendik - Tuzla Metro (P1-4). 8) P2-4: Haciosman–Cayirbasi Metro (2.7 km) This is the northern extension of Taksim - 4.Levent Metro (E-1), connecting Saryer to the center of Istanbul. The section between 4.Levent and Haciosman is under construction. 9) P2-5: 4.Levent–Gultepe, 4.Levent–Sanayi, 4.Levent–Celiktepe Monorail (total 8.7 km) The route length of these lines is short at 1–2.5 km, which is usually not efficient for monorail operation. It is necessary to review the concept and the transport system around this area.

10) P2-6: Besiktas–Seriyer Metro (14.5 km) This line runs through Besiktas District, connecting Seriyer and the center of the city. Since the existing metro and its extension (Taksim–Cairbasi) might be over saturated, this line is expected to be a diversion route. 11) P2-7: Ispartakule–Ambarli–Yakuplu Suburban Railway (10.5 km) This railway line runs along O-3 Highway in Buyukcekmece north and south between

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Ispartakule Station and Ambarli Port, providing both passenger and freight transportation services. The major role of this line is to carry cargos between Ambarli Port and the logistics center in Hadimkoy using the existing line of TCDD between Ispartakule and Hadimkoy. 12) P2-8: Ispartakule–Kirac–Buyukucekmece–Silivri Suburban Railway (25.8 km) This line connects the western development area in Silivri and the center of Istanbul, having a transfer point at Ispartakule station with Tekstilkent – Istoc - Olimpiyat Koyu - Bahcesehir (Ispartakule) Metro (P1-2) line and TCDD main line. From Ispartakule station, this line goes through the industrial area in Kirac (Buyukucekmece) to west, the hillside along the O-3 Highway to south, and goes down the slope along D-100 Highway to the south of Buyukcekmece Lake. After that, this line runs along seaside up to Silivri. 13) P2-9: Uskudar–Beykoz Metro (15.0 km)

This line runs along seaside of the Bosporus Strait on the Asian side between Uskudar and Beykoz District. 14) P2-10: Ikitelli–Olimpiyat Koyu–Altinsehir Metro (13.0 km) This line is the extension of Bagcilar–Ikitelli–Olimpiyat Koyu Metro (C-6), providing railway access to the new development area around Basaksehir. The route makes a turn and connects to Altinsehir station of TCDD main line. This line is important to promote new development to the north of Kucukcekmece Lake. 15) P2-11&P2-12: Airport Access of Marmaray Project To connect the airport to Marmaray Project, railway lines for the access to Ataturk Airport (P2-11) and Sabiha Gokcen Airport (P2-12) are studied by DHL.

14.2.2 Modification of the Planning Stage Projects 1) P1-4: Kartal –Pendik–Tuzla Metro and P2-12: Airport Access P1-4 passes near Sabiha Gokcen Airport without any access to the airport terminal, while P2-12 has the access from Tersane station of Marmaray line running through the east of the airport. The alignment of P1-4 should be revised so that the line can have the access to the airport and get more traffic demand from highly development areas. Instead of the loop line which goes through low development area, it is better to connect the industrial zone in Tuzla. The proposed new alignment is illustrated in the figure below.

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Source: ibid. Figure 14.2.2 Proposed Alignment of P1-4 2) P2-5: 4.Levent–Gultepe, 4.Levent–Sanayi, 4.Levent–Celiktepe Monorail Operating three monorails in parallel for the short distance of 1–2.5km is not efficient. Although Istanbul has short-distance transportation systems such as teleferik and funicular, these systems are not suitable as the alternative of the three monorails due to the difference of the area condition. The system should satisfy the following conditions:

 The system can run in both flat and slope area (The slope is steep.).

 The width of the right-of-way of the available roads is narrow, and both sides of the roads are built-up area.

 Trip distance is short, and demand is not high. Telefelik and funicular does not satisfy the first condition. There are some unique systems that satisfy the conditions. A new transport system—Skyrail (box below) operated in a Japanese city is one of the alternative systems. The Skyrail is similar to telefelik in Istanbul but the car of the Skyrail is suspended by a steel girder supported by piers. The passenger capacity is almost the same as telefelik. The Skyrail can be constructed along the three routes. However, the parallel operation of three systems in a small area is not feasible.

Skyrail (Seno Line)

Rail Type: One box car suspended by steel girder Capacity: 2200 passengers /hour (both direction) Maximum Gradient: 27% Minimum Curvature: 50m Speed: 18km/h Traction: Cable, DC 440V Length: 1.3km with 3 stations (both ends included) Location: Hiroshima, Japan

Source: www.kobelco.co.jp (Kobe Steel Group)

Instead of constructing and operating three separate lines, a loop line of a monorail system, which runs on the three routes, is proposed. Figure 14.2.3 shows the proposed route.

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Source: ibid. Figure 14.2.3 Proposed Monorail Line Since the roads are narrow and the slope is steep, small types of monorails are suitable. The suspended monorail system operated in a Japanese city (box below) is one of the systems. The structure is slim because of its single track operation. The girder of the track is supported by piers which can be constructed along narrow roads.

Suspended Monorail (Shonan Line)

Rail Type: Suspended monorail, single track Train Composition: 3 cars per train Train Capacity: 220 per train (460 in full loading) Maximum Gradient: 7.4% Minimum Curvature: 100m (50m in stations) Traction: Cable, DC 1500V Length: 6.6 km with 8 stations (both ends included)

Source: www.shonan-monorail.co.jp

3) P2-6: Besiktas–Seriyer Metro The line is proposed as a metro system. However, traffic demand is not expected to be high enough for a metro construction because the population along the route is estimated to be about only 222,000 in 2023, and the population density is relatively low along the route. In addition, this line goes through hilly area along the Bosporus Strait, and it is difficult to find an adequate route that satisfies the standard specification of a metro system. Instead of Metro system, it is recommended to introduce another type of transit system such as monorail, AGT, and linear motor traction (LIM) railway. The capacity of these systems is smaller than usual metro system, while the maximum gradient of these systems is about 6% while that of usual metro system is about 3.5%. Monorail and AGT need a surface space to accommodate the structure.

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Liner Motor Traction (LIM) Railway System

The mechanism of LIM is the same as the rotary magnetic motor, using electromagnetic force as the traction power, but the form is linear and the reaction plate is used instead of the permanent magnet (figure right).

The size of LIM train can be smaller than the usual metro because LIM trains need not the space for rotary motors and do not have machines to transfer the traction force from rotary motor to wheels. This can reduce the size of the tunnel (figure right) and maintenance work. Since LIM trains do not use adhesive force, steeper gradient is possible.

AGT System: Yurikamome (Tokyo) LIM Railway : Oedo Line (Tokyo)

4) P2-7: Ispartakule–Ambarli–Yakuplu Suburban Railway Since Buyukcekmece will be highly populated having a population of 1.6 million in 2023, this line should sift to western side to serve the middle of the urbanized area as a commuter rail. It is better to connect this line to Tekstilkent - Istoc - Olimpiyat Koyu - Bahcesehir (Ispartakule) Metro (P1-2) at Ispartakule station and to Avcilar Merkez station of Bakirkoy - Beylikduzu Light Metro (T-2). The railway system should be the same type as P1-2 or T-2. On the other hand, freight transport is also an important function of P2-7 in the original plan. IMP has a plan for a logistics system in which railway connection between Ambarli Port and Hadimkoy is included. For this, the system is planned as the same as TCDD railway in the planning stage projects. It is better to realign this line to eastern side of the original line to go through less urbanized area. For freight transport, further studies will be necessary. Figure 14.2.4 shows the proposed alignment of P2-7 as the commuter rail.

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Source: ibid. Figure 14.2.4 Proposed P2-7 Line

5) P2-8: Ispartakule– Kirac–Buyukucekmece–Silivri Suburban Railway This line is very important to promote the development in Silivri. In the panning stage projects, the system of this line is proposed as a suburban railway (AC 25kV) connecting with Tekstilkent - Istoc - Olimpiyat Koyu - Bahcesehir (Ispartakule) Metro (P1-2) line and the existing TCDD main line at Ispartakule. However, it is better to use the same system as P1-2 (DC 1500V catenary) to enable through train operation with P1-2 and Kabatas – Besiktas – Sisli – Giyimkent – Bagcilar Metro (D-2) for the direction connection from Silivri to the center of the city as shown in Figure 14.2.5, Alt-1. There is another alternative as shown in the Figure 14.2.5, Alt-2. In this case, Bakirkoy – Beylikduzu Light Metro (T-2) line should be extended westward from Tuyap station to P2-8 line. This route can connect the Silivri development area to the major corridor in the center of Istanbul. The other alternative is to connect this line to TCDD line as shown in Figure 14.2.5, Alt-3. In this case, Silivri is directly connected to the Marmaray Commuter. 6) P2-9: Uskudar–Beykoz Metro High traffic demand is not expected because the population in 2023 along the route is estimated to be only 103,000 and the population density is not so high compared to other central area. The system can be independent from other rail systems. Therefore, transit system of this line should be reviewed. The linear traction railway, AGT and monorail are the candidate railway system.

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Source: ibid

Figure 14.2.5 Alternatives of P2-8 Connection

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14.2.3 Bosporus Rail Crossing

1) Necessity of Mass Transit System for Bosporus Crossing other than Marmaray Project It is necessary to form an integrated and high density railway network to sift passengers from other transportation mode to railway. The Marmaray Project will significantly promote public transport because it will integrate railway networks in European and Asian sides that are currently separated. However, the demand analysis shows that the demand in public transport between European and Asian sides are far larger than the railway capacity of Marmaray Project. If buses are used by all the public transport demand that exceed the capacity, the 1st and 2nd Bosporus Bridge will still suffer from serious traffic congestion. The road tunnel project and the Metrobus project on the 1st Bosporus Bridge will increase traffic capacity. Both projects have been already approved by the relevant authorities. In addition to these projects, another railway than Marmaray Project will be necessary for the following reasons:

 Since Marmaray Project runs on the TCDD line along seaside, railway connection between the business center in Sisri and Asian side is weak.

 Marmaray Project can carry approximately 75,000 passengers per hour per direction. However, more railway capacity will be needed to meet the traffic demand.

 Concentration of passenger demand on Yenikapi station will be too heavy. 2) Tunnel and Bridge Railway connection over the Bosporus Strait is very difficult because the strait is wide (more than 1km) and deep (100-150m), and the both side of the strait are steep hilly area. There are two alternatives for the railway connection; under-sea tunnel and bridge. Construction of an under-sea tunnel is very expensive and connectivity is not necessarily good because the approach from the ground to the tunnel becomes very long. The approach has the section deeper than 50m from the surface at a length of 5–7km without intermediate stations because a station in such deep place is unrealistic. The construction of a railway bridge is more feasible. In this case, the bridge should be suspension type with more than 1,000m center span because construction of a pier at the center of the strait is impossible due to the depth of the strait and the ship traffic. The railway on the long span suspension bridge is already constructed in Japan and the operation and maintenance of the bridge and the track on the bridge is satisfactory. Since a new Bosporus Bridge for car traffic is proposed between the 1st and 2nd Bridge, it is proposed to construct a road & railway combined bridge for Bosporus crossing. The railway system should be metro type so that the railway can be integrated to the metro network in Istanbul. 3) Route of the New Railway on the Bridge Since the proposed new bridge is located on the straight line between the western end of Umraniye - Bostanci Metro (P1-3) line and the eastern end of Seyrantepe - Alibeykoy - Gop - Kazlicesme Metro (P2-1) line, it is natural to connect these line as a long railway line that go through major areas in European and Asian side. The connected line runs from Kazlicesme station of the Marmaray Commuter in European side through Alibeykoy and

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Seirantepe, crossing Bosporus Strait, and runs from Umraniye to Bostanci station of the Marmaray Commuter in Asian side. Figures 14.2.6 illustrate the routes of the Bosporus Crossing. 4) AGT on the 2nd Bosporus Bridge The 2nd Bosporus Bridge is an 8-lane road bridge. Using the center lanes as the exclusive lanes for Metrobuses is one of the alternatives to connect European and Asian sides by a mass transit system and to promote public transport in Istanbul. Another alternative is to introduce Automated Guided Transit (AGT) system on the bridge. AGT is a fully automated and grade-separated transit system equipped with rubber-tires. The vehicles of AGT are guided by horizontally installed guide wheels. Passenger capacity of AGT is higher than that of Metrobus.

Automated Guided Transit (AGT): Yurikamome Line

Wheel: Rubber Tire Structure: 7.5m-width viaduct Bridge: 798m suspension bridge over Tokyo Bay (Rainbow Bridge) Route Length: 14.7km with 16 stations Operation: Full automatic operation Vehicle composition: 6 cars Car weight: 10.8 ton per car Capacity: 308–352 passengers per train Headway: minimum 3.5 minutes Power supply: 3 phase AC 600 V

Source: www.yurikamome.co.jp

In European side, it is proposed to use Motorway O-1 and O-2 for the AGT route, while the route goes north and south connecting Goztepe Station of TCDD, Geztepe Station of Kadikoy - Kartal Metro (C-3), Umranie Station of Uskudar - Cekmekoy Light Metro (T-1) and the 2nd Bosporus Bridge in Asian side. Figures 14.2.6 illustrate the routes of the Bosporus Crossing.

Source: ibid. Figure 14.2.6 Bosporus Crossing

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14.2.4 New Commuter Rail along Istanbul-Ankara Highway

In the present railway plan, railway service along Istanbul - Ankara Highway (O-4), where residential and industrial areas are developed, is insufficient. The area around the intersection of O-4 and FMS Kopurus Highway (O-2) is developed as an urban center, and the population density of the area is high. Although the proposed new railway on the new bridge would serve this area north and south, a new railway system of the radial direction (east and west) like Kadikoy - Kartal Metro (C-3) and Uskudar - Cekmekoy Light Metro (T-1) will be necessary to promote public transport. From this point of view, a new railway line is proposed along O-4 as shown in Figure 14.2.7. The west end should be Kadikoy station of C-3 and connected to the Marmaray Commuter at Ibrahimaga Station and to T-1 at Altunizade station while the east end should be connected to the revised P1-4: Kartal - Pendik - Tuzla Metro line in the north of Sabiha Gokcen Airport. The through train operation to Tuzula will be possible using P1-4 line.

Source: ibid. Figure 14.2.7 Track Alinement of Kadikoy- Tuzla Line

14.2.5 Railway Network in Newly Urbanized Area 1) Necessity of Railway System in Newly Urbanized Areas Silivri District will have new urbanized area between TEM and D-100 for east-west direction with a population of approximately 1.7 million as shown in Figure 14.2.8. The new development area spread over 30km along the seaside, ranging 50km to 80km distance from the center of Istanbul. Population density will be 4877 per square km in this area. Currently, the population in this area is only 123,000. It is necessary to introduce railway system for the newly urbanized area because:

 Population of 1.7million is large enough to introduce an urban rail system, or such a large city with a population of 1.7million should have an urban rail system. For example, Kobe (Japan) has 242km railway with a population of 1.5million.

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 The new development area should be connected to the center of Istanbul by railway system to reduce traffic congestion of roads. In addition, providing railway system is inevitable to promote development in this area.

 Urban transport system inside the new development area is essential to attract new investment to this area.

 Long-distance railway system is necessary to connect Silivri to the center of Istanbul.

Source: ibid. Figure 14.2.8 Population Distribution in Silivri and Buyukcekmece in 2023

2) Suburban railway system

Ispartakule - Kirac - Buyukcekmece - Silivri Suburban Railway (P2-8) should be extended to Gumsyaka. The access to the international airport should be provided by this line. This line runs along the central areas of new developments and goes through the new center of Silivri, passes the new international airport and reaches Gumsyaka. It is also proposed to extend this line to Tekirda along the seaside. In the planning stage projects, no railway access for Special Project Area of Gumsyaka Logistics Center & Port, Degirmenkoy Technology Development Park, and Canta University is included. To provide a freight transport access, the new railway line that connects the existing main line of TCDD should pass outside the new development area in the northern side of Silivri. A new suburban railway from Gumsyaka to the industrial zone in Tekirda is also proposed.

3) Urban Rail As mentioned above, the population of the Silivri development area in 2023 will be 1.7 million and that of Buyukcekmece will be 1.6 million, forming a 3.3 million metropolitan area as a whole. Even though the suburban railway proposed above is constructed along this area, other urban rail services will be necessary to support urban activity in Silivri. Although the development area stretches east and west in the narrow area between TEM and D-100 along seaside at a width of 5–10km only, putting other railways is by no means

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oversupply. In Asian side, the Maramaray Commuter, TCDD local lines, and Kadikoy–Kartal Metro (C-3) run through the narrow area along seaside.

Rail Network in Kobe, Japan Figure below shows that railway network in Kobe Although the population density of Kobe is high at and the present road network in Silivri in the around 6,100 per km2 (Kitaku and Nishiku of Kobe same scale. In Kobe, three ground-level railway are excluded.) and Kobe is located along an lines run in parallel, and two underground metro industrial corridor, this implies that it is desirable to lines and two AGT lines are operated along the introduce urban railway system in the Silivri narrow area. The three ground-level railway development area where the population density will lines are operated by different companies. There be 4,877 in 2023. are rapid trains for suburban railway and local trains for the urban railway on these lines.

Kobe (Left) and Silivri (Right) in the same scale

Since Silivri is a hilly area in the narrow band between seaside and TEM, railway network development will be very expensive: railway lines from seaside to TEM need to go through steep slopes of high gradient and the length of the route would be very short for the efficient railway operation. Instead of constructing new lines for urban railway, it is proposed to construct the suburban railway as four-track railway line. In this case, the urban rail in Silivri will use two tracks with a station interval of 1–2km and rapid trains for the suburban operation will use the other two tracks with a station interval of about 5km.

14.2.6 Extension of Marmaray project The area along the TCDD main line from Halkali to the west is being developed as an industrial area and residential area, which will increase the traffic demand on the TCDD line. On the other hand, the existing single-track line will not be able to cope with the future demand. It is proposed to extend the Marmaray Project from Halkali to Hadimkoy by constructing a double-track railway line along the existing line.

14.2.7 High Speed Train Turkish State Railways (TCDD) has a high speed train network plan. Ankara–Istanbul and Ankara–Konya projects are underway. TCDD introduced new trains with a maximum speed of 250km from CAF (manufacture of high speed trains) of Spain. In European side, Istanbul–Kapikule (international border with Bulgaria) is proposed in the TCDD’s high speed train network. To promote the development in Silivri area, one of the stations of Istanbul–Kapikule High Speed Train should be planned near the new development area and new International airport.

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14.3 Maximum Network The maximum network is the ideal and realistic network without consideration of the schedule for its completion. The Master Plan network is proposed from the Maximum Network taking into account of the priority and budget constraints. The Maximum Network is formulated based on the Base Network, the modified planning stage projects, and new proposed railway lines. Figure 14.3.1 and 14.3.2 show the Maximum Network.

Source: ibid. Figure 14.3.1 Maximum Network (by System)

Source: ibid. Figure 14.3.2 Railway Network in Newly Urbanized Area (Silivri District)

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14.4 Identification of Railway Projects The railway projects of the Maximum Network are classified into three groups as follows:

 Under Construction Projects  Committed Projects  Planning Stage Projects  New Railway Projects

14.4.1 Under Construction Projects This group consists of eight projects: Taksim - Yenikapi Metro (5.2 km), Edirnekapi - Sultanciftligi Tramway (Edirnekapi–Topkapi section, 3.0 km), Kadikoy - Kartal Metro (21.7 km), 4.levent - Ayazaga - Haciosman Metro (8.0 km), Otogar - Bagcilar (Kirazli) Light Metro (5.6 km), Bagcilar - Ikitelli Olimpiyat koyu Metro (15.9 km), Marmaray Project (76.5 km), and Aksaray - Yenikapi Light Metro (0.7 km). The total length of these projects is 136.6 km. The details of these projects are summarized in Chapter 4 (4.2.1). 14.4.2 Committed Projects This group consists of two Tender Stage Projects and six Design Stage Projects that are listed in IMM 2008 Investment Plan. The Tender Stage Projects are Uskudar - Cekmekoy Light Metro (19.0 km) and Bakirkoy - Beylikduzu Light Metro (25.0 km). The Design Stage Projects are Bakirkoy - Bahcelievler - Bagcilar Metro (9.0 km), Kabatas - Besiktas - Sisli - Giymkent - Bagcilar Metro (25.0 km), Yenikapi - Bakirkoy Metro (7.0 km), Halic Surround Tramway (9.6 km), Yesilkoy - Ataturk Airport - Ikitelli Metro (14.3 km), and Beyoglu Monorail (5.8 km). The existing railways, under construction projects, and the committed projects form the Base Network. The details of the committed projects are summarized in Chapter 4 (4.2.2 and 4.2.3). 14.4.3 Planning Stage Projects This group consists of the planning stage projects and their modification with a total length of 171.4km. Table 14.4.1 shows the list of the Planning Stage Projects. The system type of some projects is tentative because it will be determined by demand analysis. The details of these projects are described in section 14.2.1 and 14.2.2. The project code number starting with ―P1‖ means the fist stage while ―P2‖ means the second stage in the original plan. Since the implementation schedule is reviewed in this master plan, the project code does not necessarily indicate the development stage.

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Table 14.4.1 List of Planning Stage Projects

Project Length Route Name Type Code (km) P1-1 Bagcilar – Halkali Light Metro (Extension of C-5) Light Metro 7.5 Tekstilkent – Istoc – Olimpiyat Koyu – Bahcesehir (Ispartakule) Metro P1-2 Metro 12.0 (Extension of D-2) P1-3 Umraniye – Bostanci Metro (New Line) Metro 14.0 P1-4 Kartal – Pendik (S.Gokcen Havaalani) – Tuzla Metro (Extension of C-3) Metro 18.1 P2-1 Seyrantepe – Alibeykoy – Gop – Kazlicesme Metro Metro 16.3 P2-2 Kartal E5 – Kartal IDO Monorail Monorail 3.0 P2-3 S.Gokcen Havaalani – Formula1 Monorail Monorail 7.7 P2-4 Hasiosman – Cayirbasi Metro (Extension of C-4) Metro 2.7 P2-5 4. Levent – Gultepe Mah. – Sanayi Mah. – Celiktepe Mah. Monorail Monorail 8.7 AGT/Linear P2-6 Besiktas – Sariyer Metro 14.5 Metro P2-7 Esenyurt – Avcilar Merkez Metro Metro 10.5 P2-8 Ispartakule – Kirac – Buyukcekmece – Gumusyaka Suburban Railway Suburban 25.8 Railway AGT/Linear P2-9 Uskudar – Beykoz Metro 15.0 Metro P2-10 Basaksehir – Olimpiyat Koyu – Metro Metro 13.0 Suburban P2-11 Atatulk Airport Access Rail 2.6 Railway Source: ibid.

14.4.4 New Railway Projects New Railway Projects are newly proposed projects. Table 14.4.2 shows the list of the New Railway Projects. The system type in this list is tentative.

Table 14.4.2 List of New Railway Projects

Project Code Route Name Type Length (km) PP-1 Seyrantepe – New Bosporus Bridge – Umraniye Metro Metro 9.8 PP-2 Topkapi – 2nd Bosporus Bridge – Goztepe AGT AGT 34.7 PP-3 Ibrahimaga – Esensehir - Sabiha Gokcen Airport Metro Metro 36.8 Halkali – Hadimkoy Upgrading Track PP-4 Suburban 20.4 (Extension of Marmaray Project) PP-5 Bakirkoy – Beylukzudu Extension Light Metro 1.0 PP-6 Celaliye Silivri – Suburban Railway Suburban/Metro 18.9 Source: ibid.

14.5 Project Cost Estimate 14.5.1 Cost Estimate of the Base Network The total of under construction, tender stage and design stage projects was estimated as US$ 14.6 billion including the cost of US$ 3.2 for the rolling stock procurement. For the cost estimate of the committed projects (tender stage and design stage), it is assumed that the unit price of the rolling stock are 1.7 million US$ per car for metro and suburban, and 1.5 million US$ for others.

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Table 14.5.1 Cost of Base Network (under construction & committed projects)

No. of Cost (US$ Mil) Project Length Project Section Type Rolling Rolling Code (km) Civil+M&E Total Stock Stock Under Construction Project C-1 Taksim-Yenikapi Metro 5.2 92 312 156 468 C-2 Edirnekapi-Topkapi Tram 3.0 0 62 0 62 C-3 Kadikoy-Kartal Metro 21.7 144 1,302 245 1,547 C-4 ４.Levent-Ayazoga-Haciosman Metro 8.0 0 480 0 480 C-5 Otogara-Bagcilar (Kilazli) Light Metro 5.6 20 324 34 358 C-6 Bagcilar-Ikitelli-Olimpiyat Koyu Metro 15.9 68 954 116 1,070 C-7 Marmaray Oroject Suburban 76.5 440 2,000 1,000 3,000 C-8 Aksaray-Yenikapi Light Metro 0.7 0 42 0 42 Total 136.6 5,476 1,551 7,027 Tender Stage Project T-1 Uskudar-Cekmekoy Light Metro 19.0 214 950 364 1,314 T-2 Bakirkoy-Beylikzudu Light Metro 25.0 126 1,250 214 1,464 Total 44.0 2,200 578 2,776 Design Stage Project D-1 Bakirkoy-Bahcelievler-Bagcilar Metro 9.0 100 540 170 710 D-2 Kabatas-Besiktas-Sisli-iGiyimkent-Bagcilar Metro 25.0 260 1,470 442 1,912 D-3 Yenikapi-Bakirkoy Metro 7.0 36 420 61 481 D-4 Halic-Cevresi Tram 9.6 30 192 51 243 D-5 Yesilkoy-Ataturk Airport-Ikitelli Metro 14.3 160 858 272 1,130 D-6 Sishane-Kulakasiz-Cemal Kamaci Guzergahi Monorail 5.8 26 250 39 289 Total 70.7 3,730 1,035 4,765 Grand Total 251.3 11,406 3,164 14,570 Source: ibid.

14.5.2 Cost Estimate of Planning Stage and New Railway Projects 1) Condition of Cost Estimate The cost estimate for the planning stage and new railway projects is based on the average unit cost of civil works per kilometer of similar projects in Istanbul. Land acquisition cost and compensation cost for resettlement are not taken into consideration. The unit cost of a vehicle is taken from the recent procurement contracts in Istanbul and abroad. The unit cost of the major construction works and rolling stock assumed for each system is presented in Table 14.5.2.

Table 14.5.2 Estimated Unit Cost for Planning Stage Projects

Construction Cost (Civil Work + E&M) Rolling Stock System Million US$ per km Million US$ per car Underground Elevated At Grade Metro 60 - - 1.7 Light Metro 60 30 15 1.5 Suburban 60 30 20 1.7 AGT - 25 - 1.5 LIM 50 - - 1.5 Monorail - 25 - 1.5 Source: Estimation by Study Team As for the rolling stock procurement, the number of rolling stock required for each project is calculated based on some assumed operation plans as shown in Table 14.5.3.

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Table 14.5.3 No. of Cars per KM for Cost Estimate

Headway (H) No. of cars per train Speed (S) No. of cars per KM (CT) (CK) Metro 4 8 35 6.86 Light Metro 4 4 35 3.43 Suburban 6 8 40 4.00 Tramway 4 3 25 3.60 AGT 4 5 35 4.29 LIM 4 5 35 5.14 Monorail 4 4 30 4.29 *: CK = 2×60×CT/(S×H) Source: ibid. 2) Project Cost Estimate The construction and the rolling stock procurement cost for planning stage projects and new projects proposed by Study Team are presented in Table 14.5.4.

The project cost for Phase-I (58.9 km) is approximately US$ 4.17 billion of which US$ 0.64 billion for rolling stock procurement, and that of Phase-II (125.3 km) is approximately US$ 7.24 billion of which US$ 1.09 billion is allocated for rolling stock procurement. The cost of the new railway projects of a length of 141 km is approximately US$ 6.68 billion of which US$ 1.16 billion is for rolling stock procurement.

Table 14.5.4 Cost of Planning Stage Projects for Phase-I

No. of Cost (US$ Mil) Project Length Project Section Type Rolling Rolling Code (km) Civil+M&E Total Stock Stock Planning Stage Project (Phase I) P1-1 Bagcilar - Halkali Light Metro 7.5 26 450 44 494 P1-2 Tekstilkent – Isoc - Olimpiyat Koyu - Ispartakule Metro 12.0 115 1,002 195 1,197 P1-3 Umraniye - Bostanci Metro Metro 14.0 117 1,026 199 1,225 P1-4 Kartal - S.G.Airport - Tuzla Metro 18.1 121 1,056 205 1,261 Total 51.6 3,534 643 4,177 Planning Stage Project (Phase II) P2-1 Seyrantepe – Alibeykoy – Gop - Kazlicesme Metro 16.3 114 993 194 1,187 P2-2 Kartal D100 - Kartal IDO Monorail 3.0 13 75 19 94 P2-3 S.Gokcen Airport - Formula 1 Monorail 7.7 33 193 50 242 P2-4 Haciosman - Cayirbasi Metro 2.7 19 162 31 193 P2-5 ４.Levent - Gultepe Mah. - Celiktepe Mah. Monorail 8.7 22 215 33 248 P2-6 Besiktas - Sariyer LIM 14.5 48 705 82 787 P2-7 Esenyurt - Avcilar Merkez Metro Metro 10.5 115 1,002 195 1,197 P2-8 Iapartakule-Kirac-Buyukcekmece-slivri Metro 25.8 114 1,125 194 1,319 P2-9 Uskudar-Bykoz LIM 15.0 77 750 131 881 P2-10 Basaksehir - Olimpiyat koyu Metro Metro 13.0 89 780 152 932 P2-11 Ataturk Airport Access Suburban 2.6 6 150 10 160 Total 119.8 6,150 1,091 7,240 Planning Stage Project (New Proposal) PP-1 Seyrantepe - Bosporus Crossing - Umraniye Metro 9.8 69 450 117 567 PP-2 Topkapi - 2nd Bosporus Bridge - Goztepe AGT 34.7 129 750 193 943 PP-3 Kadikoy – Ibrahimaga – Esensehir - S.G.Airport Metro 36.8 226 1,980 385 2,365 PP-4 Halkali - Hadimkoy Suburban 20.4 80 400 136 536 PP-5 Bakirkoy - Beylikzudu Extension Light Metro 1.0 3 60 6 66 PP-6 Celaliye Silivri Extension Metro 18.9 188 1,880 320 2,200 Total 121.6 5,520 1,156 6,676 Grand Total 293.0 15,204 2,890 18,094 *: cost of new Bosporus bridge is not included, it will be road&rail combined bridge and calculated in road project. Source: Study Team

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14.5.3 Summary of Cost Estimate

Summary of the cost estimate is presented in the following table.

Table 14.5.5 Summary of Cost Estimate

Project Cost Stage No. of Project Length (km) (US$ Mil.) Base Network Under Construction Project 8 136.5 7,027 Tender Stage Project 2 44.0 2,778 Under Design Stage Project 6 74.4 4,765 Total 16 254.9 14,570 Maximum Network Under Planning Stage Project (Phase-I) 4 58.9 4,177 Under Planning Stage Project (Phase-II) 11 126.4 7,240 New Project (Study Team) 6 141.0 6,676 Total 21 326.3 18,094 GRAND TOTAL 37 581.2 32,663 Source: ibid.

14.5.4 Operation and Maintenance Cost 1) Methodology of O&M calculation The operation and maintenance (O&M) costs are ―variable costs‖ which depend on the quantity of the railway services, and the costs per the service volume such as train-km, passenger-km, or the number of passengers or trains are usually used to estimate the O&M costs on the assumption that the costs increase in proportion to the service volumes. This assumption can be applied when the volume is large; if it is small, the portion of ―fix cost‖ in the O&M costs effects the unit cost. The O&M costs were estimated from two methods: 1) usage of the unit costs calculated from the financial data of Ulasim A.S., and 2) usage of the unit costs calculated from Japanese experience. Since detail statistics for the analysis of operation and maintenance is available for all rail operators in Japan, usage of Japanese data is useful especially for underground railway, suburban railway, monorail, and AGT system whose international average is difficult to estimate. On the other hand, the international rough average was used for tramway because the number of examples of tramway is very small in Japan. The O&M costs consist of 1) personnel cost, 2) general administrative cost, 3) station operation cost, 4) train operation cost, 5) transport management cost, and 6) maintenance costs. The O&M costs of the nostalgic tram, funicular, and telefelik were not estimated because these O&M costs are difficult to estimate while they are very small in the total network in the future. 2) No of Staff The number of station staff can be estimated from the number of station and the size of each station, while the number of other staff like drivers and engineers depends on the transport volume. Transport volume is usually expressed as the number of passengers, passenger- kilometers, train-kilometers, and car-kilometers. The number of drivers is related to train-kilometers while the number of rolling stock engineers is related to car- kilometers. In master plan stage, detail break down is not possible then the number of

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drivers and maintenance staff is calculated by car-kilometers.

Table 14.5.6 and Table 14.5.7 show the number of staff per station and car-kilometers in the case of Istanbul and Japan. In addition, the unit number of general administration staff per route-kilometer is calculated as 3.0 in Istanbul case (Ulasim A.S.), 4.0 in Japanese metro and suburban case, and 2.3 in Japanese monorail case.

Table 14.5.6 No. of Station Staff per Station

Metro Light Metro Suburban Tramway Monorail AGT Istanbul a) 30.7 13.3 N.A. 8.3 - - Japan b) 9.5 *1 N.A. 9.9 *2 N.A. 3.4 *3 3.4 *4 Note: *1. The average of Sendai, Tokyo, Yokohama, Osaka, Kobe, Fukuoka metros *2. The average of six private operators (Tobu, Seibu, Keisei, Keio, Tokyu, Odakyu) *3. The average of seven monorails *4. The average of four AGT (Tokyo, Kobe (2), Hiroshima)

Source: a) Estimated by the Study Team using the data provided by Ulasim A.S. b) Estimated by the Study Team using ―Railway Statistic Yearbook in Japan, 2005‖

Table 14.5.7 No. of Drivers and Maintenance Staff per 1000 car-km/day

Metro Light Metro Suburban Tramway Monorail AGT Istanbul 13.2 10.1 N.A. 25.1 - - Japan 6.7 N.A. 3.4 N.A. 7.3 3.0 Note: The same Note as Table 14.5.6 Source: The same as Table 14.5.6 3) Operation and Maintenance Expenses Operation and maintenance expenses include general administration cost, train operation cost, transport management cost, and maintenance cost. Electricity cost is included in the train operation cost, and the work cost in stations is the major item of the transport management cost. Table 14.5.8 shows the O&M expenses per car-kilometers in the case of Istanbul and Japan.

Table 14.5.8 Operation and Maintenance Expenses per Car-Km

Metro Light Metro Suburban Tramway Monorail AGT Istanbul 4.08 2.91 N.A. 13.63 - - (YTL) Japan 3.34 N.A. 2.07 N.A. 2.85 1.85 (100JPY) Note: The same Note as Table 14.5.6 Source: The same as Table 14.5.6 4) Unit Number and Cost for O&M Cost Estimate From the above analysis, the unit number of staff and the unit O&M expenses in Table 14.5.9 are used to estimate the operation and maintenance costs in this master plan.

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Table 14.5.9 Assumed Unit of No. of Staff and O&M Expenses

No. of Staff Expenses (YTL) General Administration Station Other Per route-km Per station Per 1000 car-km/day Per car-km Metro/ LRT 3.0 10.0 6.7 3.34 Tramway 3.0 8.3 25.0 13.6 Suburban 3.0 9.9 3.4 2.07 Monorail 3.0 3.4 7.2 2.85 AGT 3.0 3.4 3.0 1.85 Source: Estimation by the Study Team

5) Operation Type for O&M Estimate This O&M cost model requires the railway route information about the number of stations, the revenue kilometer, and car-kilometer. For the estimation of them, the following operation type by traffic volume was assumed for metro and suburban rail.

Table 14.5.10 Operation Type of Metro for O&M Estimation

Peak Off-Peak Number Hours Head-way Hours Head-way cars per train trains per day cars per day (minutes) (minutes) Metro 4 4 12 7.5 8 312 2,496 LRT 4 4 12 7.5 4 312 1,248 Tramway 4 4 12 7.5 3 312 936 Marmaray 4 4 12 7.5 10 312 3,120 Suburban 4 6 12 7.5 8 272 2,176 Monorail 4 4 12 7.5 3 or 5 312 936 or 1,560 AGT 4 4 12 7.5 5 312 1,560 Source: Calculation by the Study Team 6) Result of O&M Cost Estimate

The railway operation and maintenance costs are estimated as shown in Table 14.5.11.

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Table 14.5.11 Estimation of Railway O&M Costs

Car-km Cost (Million US$) Project Length No. of No. of Railway Section System per day Personnel Other Code (km) stations staff Total in 1000 Expense Expense Existing Lines E-1 Taksim - 4.Levent Metro 8.5 6 21.2 228 6 21 27 E-2 Aksaray - Airport Light Metro 19.3 18 24.1 399 11 24 35 E-3 Kabatas - Zeytinburnu Tram 14.1 24 13.2 571 15 53 69 E-4 Zeytinburnu - Bagchilar Tram 5.5 9 5.1 220 6 21 27 E-12 Edirnekapi – Sultanciftligi Light Metro 12.4 18 15.5 321 9 15 24 Total 59.8 1,739 47 134 181 Under Construction Project C-1 Taksim - Yenikapi Metro 5.2 4 13.0 143 4 13 17 C-2 Edirnekapi - Topkapi Tram 3.0 2 3.9 123 3 16 19 C-3 Kadikoy - Kartal Metro 21.7 16 54.2 588 16 54 70 C-4 4. Levent - Ayazoga - Haciosman Metro 8.0 5 20.0 208 6 20 25 C-5 Otogar - Bagcilar (Kilazli) Light Metro 5.6 4 6.7 101 3 7 9 C-6 Bagcilar - Ikitelli - Olimpiyat Koyu Metro 15.9 11 39.7 424 11 39 51 C-7 Marmaray Project Suburban 76.5 45 238.8 1,487 40 147 187 C-8 Aksaray - Yenikapi Light Metro 0.7 1 0.9 18 0 1 1 Total 136.6 3,091 83 296 379 Tender Stage Project T-1 Uskdar - Cekmekoy Light Metro 19.0 17 23.7 386 10 24 34 T-2 Bakirkoy - Beylikduzu Light Metro 25.0 19 31.2 474 13 31 44 Total 44.0 860 23 54 78 Design Stage Project D-1 Bakirkoy-Bahcelievler-Bagcilar Metro 9.0 7 22.5 248 7 22 29 D-2 Kabatas - Besiktas - Sisli - Giyimkent - Bagcilar Metro 25.0 19 61.2 673 18 61 79 D-3 Yenikapi - Bakirkoy Metro 7.0 6 17.5 198 5 17 23 D-4 Halic - Cevresi Tram 9.6 13 9.0 361 10 36 46 D-5 Yesilkoy - Ataturk Airport - Ikitelli Metro 14.3 10 35.7 382 10 35 46 D-6 Sishane - Kulakasiz - Cemal kamaci Guzergahi Monorail 5.8 10 9.4 131 4 8 11 Total 70.7 1,994 54 180 234 Planning Stage Project (1) P1-1 Bagcilar - Halkali Light Metro 7.5 6 9.4 145 4 9 13 P1-2 Tekstilkent - Istoc - Olimpiyat Koyo - Ispartakule Metro 12.0 7 41.7 399 11 41 52 P1-3 Umraniye - Bostanci Metro Metro 14.0 13 42.7 467 13 42 55 P1-4 Kartal - S. Gokcen Airport - Tuzla Metro 18.1 14 43.9 487 13 44 57 Total 51.6 1,499 40 137 177 Planning Stage Project (2) P2-1 Seyrantepe - Alibeykoy - Gop - Kazlicesme Metro 16.3 14 45.2 497 13 45 58 P2-2 Kartal D-100 - Kartal IDO Monorail 3.0 3 4.7 53 1 4 5 P2-3 S. Gokcen Airport - Formula 1 Monorail 7.7 4 12.0 123 3 10 13 P2-4 Haciosman - Cayirbasi Metro Metro 2.7 1 6.7 63 2 7 8 P2-5 4. Levent-Gultepe Mah.-Celiktepe Mah. Monorail 8.7 8 8.0 111 3 7 10 P2-6 Besiktas - Sariyer LIM 14.5 10 17.6 260 7 17 24 P2-7 Esenyurt-Avcilar Merkez Metro Metro 10.5 10 41.7 429 12 41 53 P2-8 Ispartakule - Kirac - Buyukcekmece - Silivri Metro 25.8 13 54.4 569 15 54 69 P2-9 Uskudar - Beykoz LIM 15.0 10 28.1 333 9 28 37 P2-10 Basaksehir - Olimpiyat Koyu Metro Metro 13.0 4 32.4 296 8 32 40 P2-11 Ataturk Airport Access Suburban 2.6 2 2.7 37 1 2 3 Total 119.8 2,772 75 247 322 Planning Stage Project (2) PP-1 Seyrantepe - Bosphorus Crossing - Umraniye Metro 9.8 3 25.0 227 6 25 31 PP-2 Topkapi - 2nd Bosphorus Bridge - Goztepe AGT 34.7 12 46.8 271 7 26 33 PP-3 Kadikoy-Ibrahimaga-Esensehir-S. G. Airport Metro 36.8 17 82.4 821 22 82 104 PP-4 Halkali - Hadimkoy Suburban 20.4 5 43.5 257 7 27 34 PP-5 Bakirkoy - Beylukzudu Extension Light Metro 1.0 1 1.2 21 1 1 2 PP-6 Celaliye Silivri Extension Metro 18.9 30 102.3 1,126 30 101 132

Total 121.6 2,724 74 262 335 Grand Total 604.1 14,679 396 1,310 1,706 Note: 1YTL = 0.9 US$ Source: Estimated by the Study Team

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